
Class _U._Cg,i3_ 



CDKRIGHT DEPOSir. 



THE SUPPLY TRAIN 

Its Organization and Work 



By 
MAJOR OLIVER SCHOONMAKER 

303rd Infantry 
and 

CAPT. WM. D. JUNE 

301st Supply Train 



Published by 

EDWIN N. APPLETON 

1 Broadway, N. Y. City 



— Military and Naoal Books Exclusively 



.S4 



Copyright Applied For 



JIJN -7 1918 



)CI,A499281 



PREFACE 

The first purpose of this book is to furnish National Army 
Supply Train Officers, now in the process of organizing Divisional 
Supply Trains, or who will be detailed for such a duty in the 
future, with complete information for their use in the organiza- 
tion, administration, training, and operation of their companies. 
It represents a compilation of all available data on the subject, 
from such widely varied sources as the experiences of motor 
truck companies organized at the time of the Punitive Expedition 
into Mexico, and information gathered from the French auto- 
mobile service. This information the authors have endeavored 
to compile in as well organized and as well balanced a form as 
possible, though they have not tried to make it apply wholly to 
our special mission in France. With its complete detail as to the 
duties of all members of motor truck companies, as to the opera- 
tion of motor trucks, and as to truck equipment, truck mechanism 
and the cause and remedy of truck troubles, it is designed to be 
of use to every truckmaster and chauffeur. As in the motor 
transport service each man is so largely a separate unit, he must 
be a man of intelligence and have a clear understanding of the 
make-up and operation of his organization. 

It is hoped, too, that the book will be useful to officers of other 
arms. The authors know from experience what a hazy idea 
the majority of officers of other arms have of the Supply Train, 
just where it fits in the organization of the division and just 
what its function is ; they would be at a loss in the field to know 
whom to consult when the services of motor transportation were 
needed. Chapters II and III, it is believed, will be especially 
valuable to fill this need. 



TABLE OF CONTENTS 

PAGE 

I iitroduction 9 

CHAPTER I: 

The Army Transport Service in General. 

Part 1 — A Broad View of the Supply Service 11 

Part 2 — Supply Railways 13 

Part 3 — The French Motor Transport Service 15 

Part A — Motor Transportation Equipping and Assem- 
bling Unit 22 

Part 5 — Transportation of Troops 26 

Part 6 — Transportation of Heavy Artillery by Trucks.. 41 
Part 7 — Motor Truck Equipment to Move an Infantry 

Division 2 Tables after 42 

CHAPTER H: 

Composition and Organization of a Supply Train. 

Part 1 — Composition 43 

Part 2 — General Organization of a Motor Truck Com- 
pany 46 

CHAPTER HI: 

The Administration of a Motor Truck Company. 

Part 1 — Duties of Company Commander 49 

Part 2 — Duties of the Truckmaster 51 

Part 3 — Duties of Assistant Truckmasters 52 

Part 4 — Duties of the Chief Mechanic and his As- 
sistants 54 

Part 5 — Duties of the Company Clerk 56 

Part 6 — Duties of the Mess Sergeant 56 

Part 7— Duties of the Chauffeur 58 

Part 8 — Duties of the Non-commissioned Officers in 

Charge of Property 62 

Part 9 — Duties of the Messenger 63 

Part 10-Duties of the Members of the Headquarters 

Company 63 

CHAPTER IV: 

Records and Blank Forms. 

Part 1 — Records of Personnel 65 

Part 2 — Records of Property 71 

Part 3 — Records of Operation and Maintenance 73 

Part 4 — Inspector General's Department Forms 82 

Part 5 — Summary of Forms 83 

Part 6 — Supply of Blank Forms 84 

5 



6 Table of Contents 

CHAPTER V: 

Equipment for a Motor Truck Company. 

PAGE 

Parti — Persona! (Individual) Equipment 92 

Part 2 — Company Equipment 95 

CHAPTER VI: 

The Operation of a Motor Truck Company. 

Part 1 — Formations 125 

Part 2 — Infantry Work in the Field 126 

Part 3 — Visual and Whistle Signals 127 

Part 4 — Road Routine and Marching ! 128 

' Part 5 — Camp and Bivouac 132 

Part 6 — Road Work in the French Service 138 

Part 7 — Routine of a Motor Unit Camp 139 

Part 8— Sanitation 146 

Part 9 — Rules to Govern Chauffeurs 148 

Part 10 — Regulations for Hauling Work 156 

Part 11 — Inspections and Reports of Major Repairs 160 

Part 12 — Company Schools 160 

CHAPTER VII: 

Miscellaneous Information. 

Part 1— Truck Data 169 

Part 2 — Shipment of Trucks by Rail 171 

Part 3 — Matters to be Looked After in the Movements 

of Troops 173 

Part 4 — Clothing and Equipment for Officers 180 

Part 5 — Insignia 188 

Part 6 — French System of Truck Supply 189 

CHAPTER VIII: 

Troubles and Remedies. 

Part 1 — Automobile-Engine Troubles 191 

Part 2 — Cooling and Lubrication Troubles 202 

Part 3 — Cylinder and Piston Disorders 208 

Part 4 — Valve-Gear Derangements 218 

Part 5 — Miscellaneous Troubles 225 

CHAPTER IX: 

The Nezv Standard United States Army Truck 233 

CHAPTER X: 

The Training of Supply Train Troops. 

Part 1— Infantry Drill Regulations 248 

Part 2— Physical Drill 248 



Table of Contents 7 

PAGE 

Part 3^Musketry Training 248 

Part 4— Guard Duty 249 

Part 5— Signalling 249 

Part 6 — Military Formalities and Insignia 249 

Part 7 — Lectures 249 

Part 8— First Aid 250 

Part 9— Anti-Gas Instruction 278 

Part 10 — Miscellaneous Instruction 280 

Part 11 — Technical Instruction on Gas Engines and Mo- 
tor Vehicles 281 

Part 12 — Special Instruction for Non-commissioned Of- 
ficers 281 

Part 13— A Sample Weekly Schedule 282 

Part 14 — War Department Plans for Special Instruction 

of Supply Train Personnel 284 

Part 15— Problems' for Officers 290 



INTRODUCTION 

The following notes on the conditions of Military roads on the 
Western front will give an idea of the setting for the work of 
each Supply Train and motor transportation unit, which will be 
sent with the American forces to France : 

When a division moves to a new point, different units of the 
division may be ordered to move on different routes. Marching 
troops are slow moving and tend to obstruct motor traffic on 
the main roads ; side roads are better suited for them. Light 
motor ambulances can take a longer route using secondary roads. 
Horse-drawn supply wagons can take rough side roads which 
have been allowed to get in bad condition. Heavy motor trucks, 
with low gasoline mileage and costly to repair, must have the 
best roads and the direct route. In such movements, each unit 
is given its routing; it may or may not be designed to prevent 
congestion accordingly as the necessity exists. But the general 
scheme is there ready for use and it is made possible by the 
minute network of roads of all classes in the French system. 

All cross roads and road junctions are plainly and permanently 
marked with distances and directions to neighboring points. 
This has proved an invaluable aid to effective movements of 
units in charge of officers, the great majority of whom are 
strangers in the particular locality. It is impossible to conceive 
of all the divergent movements of the present war being put 
through without the aid of these road signs, except with endless 
confusion and delay. On the other hand, they must be of similar 
aid to the enemy in the occupied territory. It would be an ex- 
cellent plan in any retreat, or in time of invasion, to have men 
especially detailed to destroy all road signs before the retirement. 

The road leading from Amiens to the front lines of the 
Peronne-Chaulnes sector, is a good example of extreme concen- 
tration of traffic on a main feeder of a busy front. From Proyar{ 
to the front, — a distance of about nine miles, — the bulk of the 
traffic must move at night, incidentally without lights, to avoid 
observation by the enemy. From Amiens to Proyart, it moves 
principally in the day time. In both instances it is practically 
continuous, — four solid lines of vehicles move in almost continu- 
ous procession. Slow moving horse-drawn vehicles hug the 
shoulders of the roadway, leaving the center for motor travel. 
Fleets of motor trucks pound steadily by, in hundreds ; spaced 
only about fifty feet apart, and traveling at an average rate of at 
least 12 miles per hour. 

All convoys, or fleets of vehicles, move in a formation which 
provides an open space of 100 to 200 feet or more after a group 
of several vehicles. Certain vehicles in the convoy carry a large 
red disk about a foot in diameter to indicate to the driver follow- 
ing that he is to leave space. This is to expedite the passage 
of fast moving units such as officers' cars, despatch cars, or 

9 



10 Introduction 

ambulances, which would otherwise be forced to proceed at the 
speed of the convoy. Even with four lines moving, an open 
space several feet in width is usually maintained in the center. 
Independent units move in this, dropping into convoy spaces to 
permit the passage of other independents going in the opposite 
direction. 

The worst roads are encountered very near the front, in an 
active sector. The artillery fire of the enemy say, within five 
kilometers of the front line is very destructive to the roads and 
in a great measure, prevents effective repair work. This is par- 
ticularly true in the Somme sector, where the country is flat 
and practically treeless, and so without protection to the roads 
or the traffic moving on them. Most of the time, the enemy fire 
,is directed on the roads and batteries in the zone from two kilo- 
meters to four kilometers back of the line. 

Here too, the entire area was swept with creeping barrage fire 
during the Allied offensive and advance. Roads were destroyed 
and there has been no opportunity to rebuild them in good shape. 
It is a fact therefore that even the main road is in very rough 
condition after one advances beyond the position of the FrencTi 
first line trenches before the offensive, — that is, in recaptured 
territory. Ambulances, for instance, are obliged to run largely 
in low gear from this point to and from the advanced dressing 
stations. The roads are passable but extremely rough. In this 
sector, too, upkeep of roads within about two kilometers of the 
front line is not attempted. Their position is too exposed and 
the shelling too severe. No vehicles approach the front beyond 
this limit, except the small "soup kitchens" and light supply 
wagons, and these only at night. 

Tiie prevailing grades are very easy permitting heavy loads 
for horse-drawn vehicles and faster speeds for motor convoys. 
Location lines are found to follow contours in almost all cases. 
This has made for easier maintenance and easier rebuilding after 
destruction. 

Width of traveling surface has been most important to army 
transport. Some of the grand highways, main feeders to the 
front, have a width of about thirty-three feet between shoulders. 
Even this is crowded to capacity most of the time. How great 
a factor these widths have been to the success of the French 
army, cannot be estimated nor can we guess the difference in 
offensive and defensive results, if they had been say, the 18-foot 
American standard. 

The landscape is a veritable network of roads. The number 
of miles of road per square mile of territory must be at least 
double, — probably more, — than in the United States. Inasmuch 
as these are all improved roads this has been of great service 
to army movements. Between two given points, several routes 
■ , may be selected, none of which will greatly exceed the most 
direct route in distance. 



CHAPTER I 
THE ARMY TRANSPORT SERVICE IN GENERAL 

Part 1 

A BROAD VIEW OF THE SUPPLY SERVICE 

ADAPTED TO THE WAR ZONE IN FRANCE 

The first link in the chain of organization of the Supply Service 
in France is the base supply depot or station magazine, one of 
which exists for every army in France. Each one of our armies, 
then, will have such a depot somewhere in central France, which 
is fed from three different sources, (1) French ports of importa- 
tion used by American forces, (2) Factories in southern France, 
and (3) Mediterranean ports. The supplies imported from 
America are immediately loaded in cars at the port of importa- 
tion and sent to a base supply depot. In the French service, 
each depot is under the charge of the military member of the 
Station Commission, whose special function it is to supply from 
the depot the wants of the army in accordance with the demands 
which he receives. These demands he distributes among the 
different departments of the depot and states when the cars be 
loaded. He must not interfere with the internal administration 
of the station or with the technical direction and execution of 
the railway service. When supplies come to the depot, if they 
are wanted immediately they are sent forward at once, without 
unloading. Where single units need all supplies carried in any 
one car; if they are not wanted immediately, they are unloaded 
at the depot. As a general reserve, the Depot Quartermaster 
should have on hand at least eight days of reserve food. 

The base supply depot is in the Zone of the Interior or the 
Rear. From there supplies go to the Regulating Stations, which 
are in the Zone of the Armies. The Regulation Station is under 
charge of a Regulating Commissioner who receives orders direct 
from the highest military authority only. This is the place of 
final regulation of supplies going to the front. The regulating 
commissioner alone knows exactly where the army units are and 
just where everything is wanted. There is a railroad yard at 
this station divided into receiving and forwarding sections, a 
yard sometimes as much as a mile long. The station must be 
able to supply the largest number of men which can be gotten 
into the army sector which it feeds. There is an officer in charge 
at the switch into the big yards, and when the trainloads come, 
he sees that they are divided up and routed to their proper divi- 
sion ; each track in the yard corresponds to a divisional train. 
One of these yards was built inside of a month in the Verdun 
sector, and communication not interfered with in the meanwhile. 
Near the regulating station there must be stored 2 days of reserve 

II 



12 The Army Transport Si^rvice in General 

supplies for the sector, one on an emergency train and one in 
storehouses. The large army bakeries are established at the 
regulating stations. There also is located a huge depot of am- 
munition, made up of many small stations so that if one is des- 
troyed by shelling the whole tiling wont go. The stations are 
designed to be out of shelling distance. 

Beyond the regulating station, at not more than 12 hours dis- 
tance by railroad, the next important point is the rail-head. It 
is the farthest point where normal gauge railways can go ; from 
there supplies are carried up mainly by narrow-gauge railways. 
Each regiment has a 60-cm. gauge railway running to it. At the 
railhead, trains are met by the division quartermaster, and di- 
vided up between the units of his division. There is a storehouse 
at the railhead to keep surplus supplies, and there must be always 
one day's reserve food on hand. There also are depots for 
ammunition of every calibre. The railheads supply both divi- 
sions at the front and in reserve; for the divisions in reserve 
the Division Supply Trains come to the railheads and secure the 
supplies to transport on their trucks to the division's base. To- 
ward the front, as has been said, supplies are transported on 
narrow-gauge railways ; the 60-cm. road goes as far as possible 
toward the front; these railroads are under a director-general, 
and have a station master at each station. The trains must pass 
each station on schedule time. Beyond the limit of the 60-cm. 
gauge railways there are the 40-cm., which can run in the boyaux ; 
in mountainous regions, where these can't be used, donkeys are 
employed ; they are smaller than mules and are very valuable 
for going up boyaux for that reason. The last resort in the trans- 
portation of supplies is the shoulders of the men themselves. 

Evacuations from the army of sick and wounded, prisoners, 
surplus stores, etc., are effected from railhead by means of the 
daily supply trains, returning thence to the advance depot, where 
the Regulating Commission takes them in charge and passes 
them on by the trains going back to the rear. At a central point 
in each railroad area there is a garage for ambulance trains. 

It will have been seen that the service of motor truck transpor- 
tation and therefore the Supply Train is not ordinarily used by 
the division when in the front lines ; the ground beyond the rail- 
heads usually cannot be travelled by trucks because torn by shell- 
holes. But the service of motor trucks has been very distinct 
in the war, as they are used for divisions in reserve practically 
altogether, and they have performed conspicuous service in the 
replacement of railroads when needed in a pinch. In the Verdun 
sector they furnished all the transportation until the regulating 
station was completed after the big German attack of 1916 began; 
they furnished transportation for food, ammunition and men. 
The road from Bar-le-Duc to Verdun, over which they 
travelled is now known as the Sacred Way. The service they 
performed was perfect, and the regularity of supply which they 
gave the hard pressed Verdun Army was a great factor in the 



The Army Transport Service in General 13 

splendid and successful French defense. The railroads had heen 
cut off and they filled the gap. During the heaviest attacks 
there at a given point on the road one truck passed every 20 
seconds. 

Part 2 

SUPPLY RAILWAYS 

Supply railways include all railways, except combat railways, 
that may be constructed or used for the supply of an army in 
the field. They may vary from a light, portable track lo a 
standard-gauge railway. Their principal uses will be to connect 
the army with its base ; to connect permanent camps with the 
nearest existing railway; to form a belt line around a besieged 
place outside the field of observation ; to form a belt line inside 
the line of defense of a besieged place; for the movable gun de- 
fense, and for a general supply line to supply an army in a 
permanent position such as the Russian army often occupied in 
Manchuria. In extreme cases a railway may have to be con- 
structed to supply an advancing army when local conditions 
preclude other means of transportation. 

For cruder forms on which animals are used as the motive 
power the description already given of a combat railway will 
suffice. They are what are known as tramways. As soon as 
some form of mechanical traction is to be provided for the line 
becomes a "railway" in the commonly accepted meaning of the 
word. 

Regardless of the gauge, the same underlying principles govern 
the construction of all such lines, and, having a plan for the 
operation and maintenance of an existing line of railway, it is 
easy to adapt it to the requirements of a temporary line. The 
principal considerations that govern in planning for such a line 
are, first, the amount of army supplies, troops, and animals that 
must be handled ; second, the time that can be permitted for its 
construction; and third, which applies particularly to operations 
beyond the sea, the amount of transportation necessary to place 
the railway supplies on the work. This third condition will 
ordinarily necessitate a narrow-gauge railway for a supply rail- 
way in a country beyond the sea. Local conditions, such as a 
great supply of standard-gauge material and rolling stock, may 
render advisable the building of a standard-gauge railway for 
operations from a friendly land base ; but where conditions 
extremely favorable to a standard-gauge line do not exist, a 
narrow-gauge railway will probably be decided upon in the general 
case of supply railways. The weight of the materials and rolling 
stock is so much smaller, the bridges can be so much lighter, 
and the earth-work is so much less than for a standard-gauge 
road that the narrow-gauge railway is decidedly easier and 
quicker to build. 

On the Barsi Railwa}-, built in India, a 2 ft. 6 in. gauge was 



14 The Army Transport Service in General 

used. The weight of the locomotive was 58,800 lbs. in working 
order; it had an eight- wheel base with a four-wheel pilot truck 
(bogie), 13 by 18 in. cylinders, and used a working steam 
pressure of 150 lbs. The rigid wheel base was 8 ft. 3 ins.; total 
wheel base, 18 ft. 6 ins. The weight on each of the six axles 
wa_s 10,000 lbs. The sharpest curve on the line has a radius of 
175 ft. On a level tangent tliis locomotive drew 1,036 tons at 15 
miles an hour; and on a 1% grade, 9y2° curve, it hauled 291 
tons at 8 miles an hour. 

They were able to run sixteen trains a day in each direction, 
which, excluding the weight of the cars, carried 3,360 tons each 
way daily. The load on each car axle was the same as on the 
locomotive axle — i. e., 5 tons. The weight of rail used was 35 
Uis. per yard. 

General Sherman's army at Atlanta was composed of 100,000 
men and 35,000 animals, in a hostile country. The net train 
supply to him was 1,600 tons daily, which he said was in excess 
of the amount necessary to supply his army. A comparison of 
these figures shows the great possibilities of narrow-gauge rail- 
ways in supplying troops in the field. However, in using them 
it must be remembered that the Barsi Railway was a well built 
and ballasted line, running under peace conditions. Estimates 
based thereon for war conditions should be reduced enormously 
to provide for the necessary passenger service and for the in- 
terruptions of traffic due to poor track conditions and to accidents 
incident to a state of war. 

The narrow-gauge locomotives built in this country give even 
better performances than that cited, for an eight-wheel loco- 
motive, 14 by 18 ins., class D. T., built by the H. K. Porter Co., 
of Pittsburgh, weighing in working order 60,000 lbs., is rated 
with a capacity of 1,875 tons on the level, 425 tons on a 1% 
grade, and 220 tons on a 2% grade ; while class D. T. locomotive, 
with 11 by 14 in. cylinders, weighing 36,000 lbs., is rated at 1,075 
tons on the level, 240 tons on a 1% grade, and 120 tons on a 2% 
grade. The axle load in the first case is 7^ tons ; the weight of 
rail necessary is 30 lbs. per yard. The axle load of the second 
locomotive is 4J^ tons and only requires a 20-lb. rail. 

The rating of these last two engines is based on the frictional 
resistance of 6>^ lbs. per ton. This resistance may vary from 5 
lbs. to 10 lbs. for good cars and track, and may run higher for 
poor cars and track. 

The efficiency of locomotives is being constantly increased, and 
a study of the latest catalogues of the prominent builders is 
recommended. 

The question of time not only enters into the question of con- 
struction of the road, but is also an important factor as to the 
amount and kind of narrow-gauge rolling stock that can be fur- 
nished. For a short line, say lO miles in length, it is probable 
that the equipment and rolling stock could all be bought from 
stock. This would mean adapting the grade and gauge to the 



The Army Transport Service in General 15 

rolling stock, supplies, etc., that the manufacturers had on hand. 
For a narrow-gauge line of considerable length, say 40 to 58 miles 
or more, it will be absolutely necessary to have considerable 
notice, and the same will be especially true if the material is to 
be transported across the sea. Under either circumstance, the 
engineer will first fully acquaint himself with all the plans of 
the commanding general, and ascertain the general line over 
which the railway is to be built and the probable army that will 
have to be supplied. A study of the best maps available will 
then show him the general features of the country through which 
the line is to run. On over-sea expeditions the list of material 
may have to be made up from imperfect knowledge of existing 
conditions. 

If a very accurate and detailed map is at hand, the work will 
be simplified: if not, a general reconnaissance should be made 
of the ground to be covered, where such a thing is at all possible. 
The engineer will, meantime, enter into communication with the 
manufacturers of railway equipment of all kinds, and he should 
then be able to majce a bill of material for the railroad that is 
to be built. If necessary, pressure should be brought to bear 
on the manufacturers to make them rush his order through 
without delay and in advance of all other similar civil orders. 

Part 3 
THE FRENCH MOTOR TRANSPORT SERVICE 

Organization of Units. — To indicate the basis upon which Mo- 
tor Transport organization is devised, it is incumbent to take a 
brief glance at the normal transport system as generally developed 
by the present war. 

The motor transport with the Armies may be generally classed 
into operating units and supply organs. These are all grouped 
into an Automobile Service, that has its various chiefs and sub- 
ordinates, and which is organized on the same general lines as 
the other supply services. 

The Director is at the Direction of the Rear, at General Head- 
quarters. His duties are : 

1. Supervision of the technical use and maintenance of the 
whole Automobile Service. 

2. Direct command of a certain number of transport agencies 
and personnel for organization and general upkeep. 

3. To insure constant resources by preparing the requests of 
the General in Chief to the Minister for satisfying the needs of 
the Armies. 

The D.S.A. is assisted by additional officers and a commission 
of investigation and tests called the Technical Bureau. 

The Technical Bureau investigates all propositions concerning 
the material and keeps in touch with the Inspection of Manu- 



16 The Army Transtort Sr-:Kvici-: in Gkneral 

factures. It makes use of the Biivcau of Control and Improve- 
ment of Automobile Material. (S.C.A.M.A.) 

The technical inspection of the various Automobile Services is 
under two Field Officers One, the Tcchn'.cal Inspector of the 
Parks, is in charge cf all the parks and has to see that the 
methods of v^^ork are uniform. The other, Inspector of the tise 
of automobile units, traffic and technical inspector of groups, 
has to supervise the upkeep, care and use of motor vehicles, in 
order to obtain the maximum efficiency of the material at the 
disposal of the Armies. 

A Material Transport Section is an administrative unit. It 
includes from 16 to 20 trucks, according to the available tonnage, 
and a rolling kitchen. It can transport 35 tons. It is commanded 
by a First or Second Lieutenant. 

Four Sections form one Group, commanded by a Captain or a 
Senior Lieutenant. A Group can transport the daily food supply 
for two divisions or two shipments of 75 and two shipments of 
Infantry munitions. 

Six Groups form a Corps and can transport 12 shipments of 
munitions (Infantry and 75). 

When large bodies of troops are to be transported, the auto- 
mobile unit employed is the Corps composed of 6 Groups and 
whose carrying capacity is 2 Infantry Regiments of 3 Battalions. 

At the head of the Corps is a Corps Commander assisted by 
5 officers attached; the Orienting officer, the road commission 
officer, an officer wliose duty is to collect the cars which break 
down and send them back to the cantonments, an officer tech- 
nician and a supply officer. 

The Orienting Officer prepares tlie transports and fixes the 
loading points. 

The Road Commission Officer marks out the road by means 
of arrows in day time and lanterns at night. 

The role of the other officers is indicated by their name. 

When personnel is to be transported it is necessary first of all 
to designate a loading station, one to each Auto Group Cone 
Group carries a Battalion). Several Battalions may be loaded 
in succession at one station, but they must follow each other at 
intervals of half an hour at least. 

The hours of departure should be so calculated that the Groups 
will pass the first point marked on the road at intervals of half 
an hour. 

As to the method of loading, numerous experiments have 
shown the following to be the most convenient : 

The Group Commander gets in touch with the Battalion Com- 
mander and the battalion is sent in a column of fours in order 
to make it debouch on the road near the group which is to 
transport it. The Automobile Group Commander divides the 
column in four lines each one of which is put in charge on each 



The Army Transport Service in General 17 

of his Section Chiefs who brings it up to the front of his Sec- 
tion where the assistant drivers are assembled. The Section 
Chief forms the men into groups corresponding to the carrying 
capacity of each car. The groups thus formed are conducted by 
the assistant driver to his car and loaded. 

Under normal conditions a group on the march has a length of 
2 kilometers ; with the interval required between each Group, the 
total length of a Corps is about 25 kilometers and takes 2 hours 
to 2 hours and Yi to pass by a given point. 

Formation of a Group- 
Headquarters of the Group: 
1 Captain Commanding. 1 Adjutant (Warrant Officer). 

1 Lieutenant Assistant. 1 Bicyclist. 

The Captain or his Adjutant report daily at a fixed hour to the 
Chief of the Army Automobile Convoy for instructions and trans- 
mit these instructions to those interested. 

A Group is Composed of Four Sections. 

Formation of a Section: 
Personnel: 

Lieutenant or 2nd Lieutenant (Chief of Section) 1 

Sergeant 2 

Quartermaster Sergeant 1 

Corporals 2 

Mechanicians 4 

Chauffeur of Touring Car , 1 

Chauffeurs of Auto-Trucks 20 

Assistant-Chauffeurs of Auto-Trucks 20 

Shoemaker 1 

Tailor 1 

Cook 1 

Bicyclist 1 

Motor-Cyclist 1 

Total 56 

Auto-trucks and Automobiles: 

Touring Car 1 

Transport Trucks 18 

Baggage Auto-truck 1 

Repair Auto-truck 1 

Total 21 

/bicycles and Motor-cycles: 

Bicycle 1 

Motor-cycle 1 

Total 2 



18 The Army Transport Service in General 

The Section is divided into 2 half-sections and each one-half 
section into 2 squads. 

The first one-half section is commanded by the senior ser- 
geant, the second half section is commanded by the junior ser- 
geant. The second squad of each one-half section is commanded 
by a corporal. 

Upkeep of Auto-trucks: 

Each morning, about half an hour after reveille, the ser- 
geant of the day inspects all the auto-trucks for the purpose 
of seeing that nothing has been left in the interior of the auto- 
truck which may be lost, or that no unauthorized material is 
carried ; that the auto-truck is clean, and that the chauffeur and 
his assistant have cleaned the mechanical parts as well as the 
interior of the body of the machine, and that every thing is in 
order. He also inspects the tanks to see that they are filled 
with gasoline. Each machine carries as a reserve 2,000 litres 
of gasoline over and above that in the tanks, and the sergeant 
inspects the supply daily to see that it is complete. It is for- 
mally prohibited to touch this reserve for any reason whatsoever 
while the machine is parked. 

Repairs: 

All chauffeurs are required to notify their corporals or ser- 
geants of any repairs that should be made to their machines so 
that the attention of the senior mechanician may be called to 
them. These reports are made every mornng. The senior 
mechanician lists all such work that must be done and assigns 
one of his assistants to carry it out. The repair auto-truck is 
under the immediate orders of the senior mechanician, no 
chauffeur can touch any of its equipment without his authoriza- 
tion. 

Disabled Auto-trucks: 

The sergeant of the day reports each morning at 8 o'clock the 
number of machines which are out of order to the Captain 
Commanding, at the same time he reports why such machine 
or machines are out of orders. 

Consumption of Gasoline and Lubricating Oil: 

One of the non-commissioned officers of the Section is desig- 
nated to keep track of and report upon the amount of gasoline 
and lubricating oil used by each machine. Each morning he 
reports the exact amount of gasoline and lubricating oil con- 
sumed the preceding day and the number of kilometers such 
machine has made during the day. From time to time the 
senior mechanician verifies these reports so as to determine 
whether or not the excess explained is the fault of the chauffeur 
or some engine trouble. 

All the activities of this Service are directed to keeping the 
operating transportation units in full working condition. 



The folio 



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The following diagram of the French Army Automobile Service Organization will illustrate the 

niENGH AW!W AvrraMGBiii ^EWIGt organization 



paragraphs above: 



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The Army Transport Service in General 19 

Those units are either groups of automobiles for transporting 
supplies and personnel (truck sections, companies, or groups) 
or are detached vehicles operating singly (orderly cars, various 
headquarters carsj etc. 

Parks. — To keep the vehicles of these units in repair, to 
supply personnel, or to replace useless vehicles, there are 
established a series of organs known as automobile parks. 
These are of the same general type, but vary according to the 
particular purpose for which established. 

Army Automobile Park. — The Chief of the automobile 
service of an Army has an Army Automobile Park under his 
orders and located within the zone of the Army. This park is 
a mobile formation in that it must follow the movements of 
the Army, and must be able to move within five days from the 
receipt of the order therefor. 

This Park consists essentially of a vehicle Park, a depot of 
parts and supplies, a depot of personnel, and one or more repair 
sections, each consisting of a machine shop truck and necessary 
trained workmen therefor. 

It is so organized that one repair section can move out at a 
moment's notice, and that a 1st echelon of the Park may move 
in 48 hours thereafter, and the remaining 2d echelon three days 
after the first. 

The Army Park is equipped to make repairs to vehicles not 
requiring more than 15 days therefor. It also has a depot of 
parts and supplies for repair work or replacement. It has a park 
of vehicles that can be sent out to replace immediately an un- 
serviceable vehicle in a company or elsewhere, so as to keep the 
unit at its full operating capacity. There is also a depot of per- 
sonnel, consisting mostly of casuals that may be sent to replace 
casualties among the personnel of the different operating units. 

Grand Repair Centers. — With each group of two or more 
Armies are establishments known as Grand Repair Centers. 
Those are located to the rear of the Automobile Parks, in the 
zone of the Rear, and are under the general authority of the 
Director of the Rear of the Group of Armies. 

The purpose of these Repair Centers is to make the repairs 
that cannot be made in the Army Automobile Parks, either on 
account of lack of facilities, lack of time (as when an Army 
Park moves and has to leave its unfinished work in place) or 
in periods of rush work that the Park can not handle. 

The Grand Repair Center receives vehicles from the Army 
Park that cannot be repaired within 15 days; and after repair, 
returns them to the Park from which received. It may also 
receive vehicles in times of rush work, and likewise may detach 
temporarily to the Army Park several repair sections to assist 
in the work of the Park during such times. 

Salvage Park.— There is a special park established for 
several armies and known as a "Salvage Park." Vehicles arrive 



20 The Army Transport Service in General 

at this Park generally in pieces and on a freight car. From 
the assortment of materials thus brought in, vehicles are remade, 
but instead of being returned to the Army, are sent into one of 
the Parks of Organization, where they are practically taken up 
as new. 

In the French Salvage Park, approximately three-fourths of 
the material turned in is rendered into serviceable vehicles, thus 
effecting a great saving. 

Park of Organization. — The parks of organization are the 
main sources of supply for the Automobile Service, and the 
source from which operating units, equipment and personnel 
are drawn. There may be several of these parks, each of which 
receives one or more makes of vehicles, forms them into sections 
or companies, mans them, and sends them to the front. It also 
is the ultimate source of supply for vehicles, equipment, supplies 
and personnel, though the main stock of spare parts and supplies 
may be kept in a Main Depot not pertaining to the Park Proper. 

The Park of Organization is charged with registering all 
vehicles, preparing descriptive cars, securing personnel for the 
Automobile Service and training them, either as chauffeurs, 
mechanics, or motorcyclists: organizing repair centers. In sbor 
it is the organ that organizes and supplies the activities of the 
Automobile Service. 

REPAIR AND REPLACEMENT OF VEHICLES 

Turning a Vehicle into the Park for Repair 

(A) Sending the vehicle, or notifying the Park: 

1. If the Formation does not pertain to the Automobile Ser- 
vice, the Commandant of the Formation should make a request, 
either in writing or by telephone, on the Commandant of Auto- 
mobile Park. This letter refers it, if necessary, to the Chief of 
tlie Army Automobile Service and gives to the Commandant of 
the Formation, with the least practicable delay a response in- 
dicating the manner in which the vehicle should be brought to 
the Park. 

When the vehicle cannot travel under its own power, and 
when the Formation can neither tow nor transport it, the Com- 
mander of the Formation will indicate, in writing, or, if neces- 
sary, by telephone or telegraph : 

The kind of vehicle. 

The exact place where it is broken down. 

The nature of the damage, especially if it is in the wheels or an 
axle. 

It is recalled that a vehicle should never be abandoned, but 
that the drivers should remain with it until the Park takes de- 
livery thereof. 

In the very exceptional case where a driver cannot be left 
the formation should remove the easily demountable parts : mag- 



The Army Transport Service in General 21 

neto, carburetor, horn, etc., which will be turned into the Park. 

2. If the Formation pertains to the Automobile Service, it will 
be governed by the rules prescribed by the Chief of the Army 
Automobile Service, relative to putting a vehicle in repair. 

(B) Drivers of the Vehicle. — A vehicle to be put in repair 
should always be accompanied by its driver. These are quar- 
tered and subsisted at the Automobile Park. They are utilized 
either in the cleaning and repair of the vehicle, or for general 
duties in the Park. 

In exceptional cases, where the drivers, for sufficient reasons, 
cannot be kept at the Park vvith their vehicle, they will be re- 
turned to their Formation after having completed the cleaning 
of the vehicle. 

_(C) Papers relative to the vehicle and its drivers. — The 
driver of the vehicle should have a travel order, signed by the 
Commander of the Formation or with his authority and indi- 
cating the hour of departure. 

He should be furnished with a ration certificate for his sub- 
sistence at the Park. 

He should also have the Record Card of his vehicle and, if 
necessary, the Record of Issues. 

The Formation should indicate, with the least impracticable 
delay, as stated above, whether new parts have been requisi- 
tioned for the vehicle, and the number and date of the re- 
quisition. 

The Formation may specify in a note the work in detail that 
it wished to have done. This indication in no wise obligates the 
Park, which remains the sole judge as to the expediency of the 
repairs or changes. 

(D) Taking in charge by the Park. — The Commandant of the 
Park, when the vehicle has entered his Park, notifies the Com- 
mander of the Formation, and informs him of the approximate 
date on which the vehicle will be repaired. 

When it concerns a Formation not pertaining to the Auto- 
mobile Service, the Commandant of the Park always gives a 
receipt for the vehicle. 

Return by the Park of a Repaired Vehicle 

(A) Inspection of the vehicle. — When the repairs are ter- 
minated, the Park should always give the vehicle a tryout. The 
result of this test is entered on a special bulletin kept by the 
Park. 

Notation of the repairs is entered on the Record Card of 
the Vehicle. 

(B) Return of the vehicle to its Formation. — The vehicle is 
sent to the Formation with its drivers. 

If the vehicle has been taken without its drivers by the Park, 
it is the duty of the Commandant of the Park to arrange with 
the Formation Commander the method by which the vehicle 



22 The Army Transport Service in General 

will be sent back. Normally it is the duty of the Formation 
to send to the Park the drivers necessary to get the vehicle. 

The driver leaving the Park is furnished a travel order 
signed by the Commandant of the Park, indicating the hour at 
which the vehicle leaves the Park. This driver should also be 
furnished a ration certificate, should have the Record Book of 
his vehicle and, if issued, the Record of Issues. 

Evacuation of a Vehicle to the Rear 

If the Automobile Park cannot assure the repair by its own 
means, it is directed to a Park in the rear. 

In this case, the Chief of the Automobile Service advises the 
Commander of the Formation concerned as to whether the 
vehicle will be returned after a repair of long duration, or 
whether it will be sent definitely to the rear. 

The vehicles belonging to the Aviation are never turned into 
Parks of the Rear, but when the repair will be of too long dura- 
tion to be undertaken by the Army Park, they will be sent to 
the Aviation Park. 

For every vehicle not on the property papers of the Auto- 
mobile Service, the Commander of the Formation concerned 
should advise the proper establishment in specif3nng whether 
or not a vehicle of the same category has been received in ex- 
change. It forwards to this establishment, as a voucher, the 
receipt given by the Commandant of the Park when the vehicle 
was turned in for repairs. The establishment can therefore take 
the proper steps to drop the vehicle from their accounts. 

In doubtful cases, additional information may be demanded by 
this Establishment from the Direction of the Rear, Direction of 
Automobile Services. 

While the Tables of Organization of our transport service 
do not closely correspond to those of the French, it is natural 
to expect that its work will conform closely to the general 
French scheme of parks, repair centres, and depots. 

Part 4 

MOTOR TRANSPORTATION EQUIPPING AND AS- 
SEMBLING UNIT 

A Motor Transportation Equipping and Assembling Unit has 
recently been organized under the Quartermaster General, the 
personnel and workings of which are described in the following 
circular from the Quartermaster General of Jan. 5. 1918: 

The following organization and operation of a Motor Trans- 
portation Assembly and Equipping Unit, are based on actual 
experience and practice developed on the line of communication 
of the American Expeditionary Forces in Mexico and at the 
Motor Storage Detachment, Fort Bliss, Texas. 



The Army Transport Service in General 23 

ADMINISTRATION DEPARTMENT 

1 Captain Commanding 

1 1st Lieut. Receiving and Shipping 

1 1st Lieut. Equipping 

1 2nd Lieut. Property for Equipping 

1 Q.M. Sergeant Acting 1st Sergeant 

1 Sergt Q.M.C. Acting Supply Sergt. of Unit 

1 Sergt. Q.M.C. Acting Mess Sergeant 

5 Sergts. Q.M.C. Clerks 

6 Cooks Acting Buglers and Orderlies 

1 Corporal 

2 Privates 

The Captain should be selected for his executive and admin- 
istrative ability, with a fair knowledge of Motor Transporta- 
tion equipment as applied to the Quartermaster Corps. 

The 1st Lieutenant in charge of the Receiving and Shipping 
Department should be well versed in the different kinds of 
equipment used, and all papers such as invoices, requests for in- 
voices, bills of lading, etc. 

The 1st Lieutenant in charge of the Equipping Department 
should have an excellent knowledge of all equipment, use and 
manner of attaching same, with a fair knowledge of light black- 
smithing, body installation, painting, electrical equipment and 
installation, and testing of trucks, automobiles and motorcycles. 

The 2nd Lieutenant in charge of the Property for Equipping 
should be well versed in the equipment used on trucks, automo- 
biles and motorcycles. The establishing of a warehouse system 
for receiving, issuing and accounting for all property with great 
rapidity. 

The Q.M. Sergeant should act as the 1st Sergeant of the 
company and Chief Clerk, with one Sergeant, Q.M.C, to assist 
him in all company records. 

One Sergeant, Q.M.C, should act as Mess Sergeant. 

One Sergeant, Q.M.C, should act as Property Sergeant, in 
charge of all company equipment, with one Corporal to handle 
the issuing and accounting of all tools used by company per- 
sonnel. 

Four Sergeants, Q.M.C, should handle all invoices and prop- 
erty accounts. 

RECEIVING AND SHIPPING DEPARTMENT 

1 Sergt. 1st Class, Q.M.C. 
4 Sergts., Q.M.C. 

4 Corporals 

5 Privates, 1st Class 
7 Privates 



24 The Army Transport Service in General 

Working in Close Harmony with the Property and IV. H. Dept. 

This Department should receive and carefully check all incom- 
ing and outgoing property, turning same over to the Property 
and VV. H. Department, and all records of receipts and ship- 
ments to Administration Office. 

One Sergeant 1st Class as foreman, with 4 Sergeants as 
assistants. 

The Corporals and Privates 1st Class should be drivers ; and 
the Privates, laborers. 

A subdivision of this Department which could be clianged 
by the Sergt. 1st Class to meet existing conditions, follows : 

1. One Sergt. with one Corporal should do all checking. 

2. One Sergt. with one Corporal, 3 Pvts. 1st Class and 3 
Privates, could sort, move and store all bodies. 

3. One Sergt., with one Corporal and 2 Pvts., could gas, oil 
and store all trucks. 

4. One Sergt, with one Corporal, 2 Pvts., 1st Class, and 2 
Privates, could tire, gas, oil and store all automobiles and 
motorcycles. 

PROPERTY AND WAREHOUSE DEPARTMENT 

1 Sergt., 1st Class, Q.M.C. 
3 Sergts. Q.M.C. 
3 Corporals 
5 Privates, 1st Class 
13 Privates 

Working in Close Harmony with the Receiving and Shipping 
Department 

This Department should receive from the Receiving Depart- 
ment and issue to the Equipping Department all property as 
desired for equipping purposes; also issue to the Shipping De- 
partment tor shipment all case goods and completely equipped 
trucks, automobiles and motorcycles. 

A complete record should be kept, showing the disposition 
of all property. 

A subdivision of this Department which might l)e changed by 
the Sergeant 1st Class to meet existing conditions, follows: 

1. One Sergeant, with one Private, 1st Class, for warehouse 
office, compiling all receiving and issuing property records, show- 
ing the disposition of all stores. 

2. One Sergeant with 2 Corporals, 3 Privates, 1st Class, and 8 
Privates could handle all open stock. 

3. One Sergeant with one Corporal, one Private, 1st Class, 
and 5 Privates could handle all tires, case lot goods, trucks, 
truck bodies, automobiles and motorcycles. 



The Army Transport Service in General 25 

EQUIPPING DEPARTMENT 

1 Sergt, 1st Class, Q.M.C. 

8 Sergts. Q.M.C. 

8 Corporals 

168 Privates, 1st Class 

48 Privates 

This Department should receive from the Property and Ware- 
house Department all trucks, automobiles and motorcycles, draw- 
ing all necessary equipment and installing it, also testing every 
vehicle, being sure same is in perfect working order before 
returning it to the Property and Warehouse Department. 

Should a vehicle be found in an unserviceable condition, which 
could not be rectified by minor adjustments or repairs, a com- 
plete report to the Commanding Officer should be made, recom- 
mending that the vehicle be sent to the nearest Q.M. Mechan- 
ical Repair Shops for repairs. 

The personnel of this Department can be divided into 8 dis- 
tinct branches each having one Sergeant, one Corporal, 21 
Privates, 1st Class, and 6 Privates. These divisions might be 
changed, however, by the officer in charge of the Department, 
to meet existing conditions. 

1. Blacksmithtng, comprising the making and installing of U- 
bolts and saddle plates for body sills, special length bolts, side 
rails and cleats for holding equipment. 

2. Car fi entry, comprising the fitting of sills, bolsters and body 
beds, making of cleats and chocks for holding equipment, and if 
necessary assisting in crating motorcycles and heavy equipment 
for shipment. 

3. Body Mounting, comprising installation of side boards, tail 
gates, head boards, and securing bodies to frame. 

4. Painting, comprising truck, automobile and motorcycle 
painting, lettering and numbering same. 

5. Equipping, comprising the installation of headlights, side 
lights, tail lights, horns, auxiliary tanks, bows and tarpaulins. 

6. Electrical, comprising battery testing and installation, con- 
nection of, and testing all wiring for lights and power units. 

7. Automobile and motorcycle, comprising equipping with lights, 
tops, cushions, extra tires and tools. 

8. Testing, comprising a thorough check of all equipment, a 
thorough examination of complete vehicle, and a good road 
test, furnishing the Sergeant, 1st Class, of Department with 
record, when turning vehicle as ready for shipment back to 
the Property and Warehouse Department. 

Should the conditions warrant, the Sergeant, 1st Class, of 
Department could use any number of men from any of above 
Branches for moving a large number of vehicles at one time 



26 The Army Transport Service in General 

or assisting the Receiving and Property Department in moving 
large quantities of heavy stores or trunk bodies. 

The unit is amply equipped with tools both for general use 
and the individual use of mechanics for all the above operations. 

Part 5 
TRANSPORTATION OF TROOPS 

(A) Railway Transportation.— Preference to military traffic. 

In time of war or threatened war preference and precedence 
shall, upon the demand of the President of the United States, 
be given over all other traffic to the transportation of troops 
and material of war, and carriers shall adopt every means within 
their control to facilitate and expedite the military traffic. (34 
Stst, 587.) 

Movement by commercial railways is function of Q.M.C. 

The movement of troops and their equipment over commercial 
railways is the function of the Quartermaster Corps, who plan 
and prepare for the move in conformity with the regulations 
and orders from competent authority. (F.S.R., 388, 1914.) 

Quartermaster should work out Movements in advance of 
Orders. 

In order to have complete data available at all times for ex- 
peditious rail movements, every quartermaster should maintain 
on file the consist of equipment necessary to move the entire 
command at his station as a whole, as well as the separate 
units. He should consult his commanding officer in reference to 
the arrangements of train sections and should complete his files 
by listing the supplies and equipage to accompany the troops 
under varying conditions. 

Notice of Movements. — Commanding officers will give timely 
notice to the proper officers of the Quartermaster Corps of 
all contemplated movements of troops and supplies, that proper 
and sufficient transportation may be in readiness. (A.R., 1107, 
1913.) 

Detailed list of Command to be Furnished. — Two estimates of 
rail transportation (Q.M.C, Form 469) will ordinarily be re- 
quired when organizations are moved by rail. The first is a 
preliminary estimate giving the shipping quartermaster the data 
to enable him to order the necessary cars and have themi prop- 
erly placed, and the final one is an exact return of the officers, 
enlisted men, civilian employees, animals, and vehicles. Sep- 
arate estimates are necessarily required for each train section. 
They should give, in each instance, the following data : 

(A) Organization and Headquarters. 

(B) The number of the Train section (No. 1 being the first 

to depart, No. 2 the second, etc.). 

(C) Destination. 



The Army Transport Service in General 27 

(D) Name of train quartermaster. 
(.E) Authority for the movement. 

(F) The number of officers and enlisted men, separately, for 

each arm and corps omitting live-stock attendants. 

(G) The number of civilian employees, omitting live-stock 

attendants. 
(H) The number of live-stock attendants. 
(I) The number of public mules, public horses, and authorized 

private horses, separately for each. 
(J) The number of wagons, ambulances, guns, caissons, and 

other vehicles, separately for each. 

(K) Approximate total weight of organization property, house- 
hold goods, and checkable baggage, separately for each 
of the three items, should also be shown in the pre- 
liminary estimate, but not in the final one, such in- 
formation being then given in the shipping lists and 
invoices (Par. 182 & 183). 

The date of entraining and approximate hour of de- 
parture should be stated in the preliminary estimate in 
case the order or other instruction directing the move- 
ment of troops fail to give that information. 

Informal award.- — In expedited movements bids need not 
be invited. Preliminary should be furnished the car- 
riers orally, or by telephone, or telegraph, but in any 
event, a letter of advice will be furnished the car- 
rier. 

Sample Letter of Informal Award. — The following ex- 
ample covers the general case : 

Office of the Quartermaster, 

Fort, ..., 1917. 

From : Quartermaster. 

To : ( Superintendent or Agent) Railroad 

Company. 

1. It is requested that the Railroad Com- 
pany furnish transportation from to 

via for approx- 
imately the following: 

Officers 

Enlisted men 

pounds of freight 

animals 

vehicles 



Officers to be furnished one berth each in standard 
sleeper ; the enlisted men to be accommodated three 
to a section in tourist sleeper. 



28 The Army Transport Service in General 

2. It is estimated that the following equipment will be 
required : 

Pullman sleepers sections each. 

Tourist sleepers sections each. 

Baggage cars, with end doors. 

Kitchen cars. 

Box cars, feet long. 

Stock cars, feet long. 

Gondola cars, feet long, with drop end. 

If tourist sleepers are not readily available, coaches 

should be substituted on the basis of one man to each 

double seat, and an endeavor made to secure tourist 

' sleepers and transfer the men thereto at a convenient 

place en route. (See * below.) 

If end door baggage cars are not readily available, sub- 
stitute an equal number of solid-end baggage cars. 

If kitchen cars are not readily available, an extra tourist 
car should be supplied. 

If drop-end gondolas are not readily available, solid-end 
gondolas will not answer, but an equal number of flat 
cars should be supplied. 

3. It is desired to get troops under way as soon as 
practicable, and it is therefore requested that delivery 
of equipment be expedited. It is estimated that the 

first train section will be ready to leave about 

o'clock, , 191 .. , and will be followed 

as rapidly as possible by the other sections. 

4. It is understood that 150 pounds of personal check- 
able property per capita belonging to officers and men 
will be carried free. 

Sufficient space to be reserved in baggage cars free of 
charge for subsistence en route. The men to be al- 
lowed to take their arms and necessary hand baggage 
for the journey with them in the passenger cars with- 
out charge. 

All cars to be of standard quality and in good order 
and sanitary condition ; passenger cars to be properly 
watered, lighted, and heated ; stock cars thoroughly 
cleaned and bedded with clean earth, sand preferred. 
All equipment to be placed at point of embarkation in 
time for inspection before movement; freight cars to 
be placed in readiness at the most convenient points 
sufficiently in advance of passenger cars to admit of the 



*Note: When the approximate time required for the journey 
is 24 hours or less substitute the following: 

"1 f tourist sleepers are not readily available, coaches should 
l)e sul)stituted on basis of three men to each two double seats." 



The Army Transport Service in General 29 

loading of freight and preparation of bills of lading 
prior to the embarkation of troops. 

5. It is requested that this office be notified promptly 
as to whether or not your company will furnish the 
above-described transportation. 

In case your company can furnish transportation, in- 
formation is also 'desired as to date and hour equip- 
ment will arrive and be ready for use. Upon receipt of 
this information you will be furnished instruction as to 
placing of cars and make-up of trains. 



Request for Freight Equipment must show length of cars de- 
sired. — Attention is invited to the fact that an additional charge 
is assessed in some cases for freight cars (including stock cars) 
in excess of 36 feet in length, unless such cars are furnished for 
convenience of the carrier. In ordering freight equipment the 
Quartermaster should therefore specify the length of cars de- 
sired and should not order a 40-foot car when a 36-foot car 
will answer the purpose. 

Units should be kept together. — Whenever organizations are 
moved by rail, with their animals, equipment, and material, it is 
desirable that complete units be kept together in trains divided 
into convenient train sections. It is preferable to have trains 
of moderate size with good speed rather than long trains with 
low speed. If it is necessary to divide a train, some officers 
and men will accompany each section. The troops should not 
be separated from the animals, material, and equipment A if it 
can be avoided; but if the animals are shipped in separate de- 
tachments under officers accompany them, and such sections will 
precede the troops. (F.S.R., 390.) 

Size of Trains. — For commands of four companies of Infan- 
try, for one field battery (light), for a troop of Cavalry, or 
larger movements, it is always better to arrange for special 
trains made up to include the freight cars carrying the com- 
mand's freight. This insures the arrival together at destination 
of the troops and property of the command, but will retard the 
movement of the troops themselves, as trains carrying freight 
cars can not make the same rate of speed as those composed 
wholly of passenger equipment. 

Size of Train Sections. — Under the most favorable conditions 
a single section of a troop train should not consist of more 
than 20 cars. 

The number of engines available, the kind and capacity of cars, 
the condition of the roadbed, especially as to curves, grades,, 
and physical condition, the strength of the command in offi- 
cers, men, animals, and vehicles, and whether the freight taken 
is incidental to change of station or is limited to field allow- 



30 The Army Transport Service in General 

ances, arc all determining factors in ascertaining the size of 
train sections. 

Under ordinary conditions a section of a railway train will 
carry the following organizations at war strength : 

1 battalion of Infantry, or 

2 troops of Cavalry, or i 
1 battery of Artillery (light), or 

1 company of Engineers with bridge train. 

Breaking up of Tactical Units to be Avoided. — The breaking 
up of tactical units should be avoided, but, as the size of the 
trains will be left to a great extent to the railroad officials, it 
will not always be possible to prevent it, and in case units are 
to be broken it is essential that the commanding officers know 
in advance how their troops are to be carried, in order that ar- 
rangements can be made for provisioning and caring for the 
troops in each section. 

Railroad should be furnished full Information. — In furnish- 
ing the consist of trains, and sections thereof, the fullest pos- 
sible information should be furnished the railroad authorities 
in order to avoid unnecessary shifting of cars or reversing of 
their relative positions after the cars have been delivered for 
loading. 

Placing Equipment. — The freight and baggage equipment 
should be called for in ample time to advance to permit of a 
thorough inspection, careful and methodical loading without 
hurry or confusion, and to allow time for assembling the fa- 
tigue details between the conclusion of the loading of freight 
and baggage and the time fixed for the entraining of the troops. 
As a rule, the railroads will have little difficulty in furnishing 
the freight and baggage equipment in advance of the passenger 
equipment, though when the command is small or the amount 
of freight and baggage is small, it will be found simple to set 
in the entire equipment at one time. Where there are several 
trains to be moved, however, this is undesirable, as they occupy 
too much trackage, and if made up entire the freight and bag- 
gage cars are likely to be inconveniently placed for loading. In 
such cases the freight, baggage, and stock cars should be set 
in advance and conveniently placed for loading. 

Tourist sleepers for Troops and Officers. — Tourist sleeping 
cars will be provided for troops on the basis of three men to 
a section when the journey involves spending a night on the 
train; but when the number of troops is too small to justifythe 
hiring of tourist sleepers, tourist sleeping-car accommodations 
on the same basis, if available, may be furnished (if the move- 
ment is made on a regular train carrying such cars). When 
the number of officers traveling with troops is too small to jus- 
tify the hire by the Quartermaster Corps of a standard sleep- 
ing car for their accommodation, they will be furnished with 
such part of a tourist sleeping car, or other suitable sleeping 



The Army Transport Service in General 31 

car properly curtained off for their accom.modation, as the 
Quartermaster Corps may provide for their use during the 
journey, one lower berth to be furnished to each officer if 
practicable (AR., 1128, 1913). 

Special sleeping or parlor cars will not be chartered when 
the expense exceeds the cost of the berths or seats authorized 
to be furnished (A.R, 1132, 1913). 

Minimum number for whom Special Cars will be Furnished. — 
The provisions of these clauses of Army Regulations, 1128 and 
1132, are often misconstrued. All railroads require the equiv- 
alent of a certain fixed number of fares if a special car is 
furnished, and the term "special car" includes either a standard 
or tourist sleeper if used exclusively by a party. This mini- 
mum varies from 18 to 25 fares, and Quartermaster should not, 
therefore, arrange for the hiring of tourist or standard sleeper 
for parties of less than 25 unless the carrier specifically agrees 
to charge only for the number actually in the party, without 
regard to any requirements as to a minimum of fares. This 
rule does not apply in movements of more than 25, provided 
the number of persons transported averages 25 to the car. 
For example, if a party of 60 is traveling, and two cars are 
used, there is no objection to placing 20 in one car and 40 in 
the other. 

Tourist Berth for Officers. — If a movement consists of only 
one or two troops or companies the number of officers would 
be too small to justify the hire of a standard sleeper, and the 
regulations are explicit in stating that a lower berth in tourist 
sleeper only, will be furnished each officer under such circum- 
stances. If an officer desires an entire section he must pay 
for the difference from personal funds, as no payment will 
be authorized for an unoccupied upper berth of a section, even 
though the lower berth of this section is occupied by an officer. 

Standard Sleepers for Officers. — Under the provisions of par- 
agraph 1128, A. R., 1913, an officer traveling with troops is en- 
titled to and should be furnished with standard sleeping-car ac- 
commodations when standard sleeping-car accommodations are 
available and can be used by him in connection with his orders 
directing him travel with troops, the troops in such cases being 
accommodated in a tourist car attached to a regular train to 
which is also attached a standard sleeping car for the accom- 
modation of the general public. In movements of a battalion, 
squadron, or a larger unit, standard sleepers will be furnished 
for the officers on the basis of one berth for each officer, a 
lower if practicable, otherwise an upper. The furnishing or use 
at public expense of a drawing room or compartment for in- 
dividual officers is unauthorized. 

Tourist Cars for Troops. — In all cases where tourist cars are 
used for troops, berths will be provided for the men on the 
basis of three men to a section, the men in excess of this mul- 
tiple being given an upper berth each. 



32 The Army Transport Service in General 

Excess Berths furnished, Charged against Officer. — The num- 
ber of berths authorized by Regulations only can be paid for 
from public funds. If an excess number of berths are called 
for and furnished on a request, the cost of such excess will 
be charged against the officer issuing the request. If an excess 
number of berths, not called for by the request, or tickets are 
used in transit the officer in charge of the train will be called 
upon for a remittance to cover the cost of the unauthorized 
berths. 

Equipment used for preparation of Food en route. — In move- 
ment by rail kitchen cars are provided, if practicable, and the 
length of the journey warrants : otherwise, baggage cars are 
fitted up by the troops, or arrangements are made for procuring 
'meals, or at least liquid coffee, at station en route. 

Careful attention is paid to the messing of the men, whether 
in kitchen cars or in the coaches where the men ride. A mess 
officer supervises the preparation and serving of the meals and 
requires the men to keep their mess kits scrupulously clean. 
(F.S.R., 397.) 

The different equipments used for the preparation of food 
for recrutis and organizations in movements by rail are: 

(A) The kitchen tourist car, furnished by the Pullman Co. 

(B) The regular kitchen-car equipment J Furnished by 

(C) Ihe emergency kitchen-car equipment <, .1 q 1.. ^-^ 

(D) The portable gas cooker [ VJ- ^ • • 

Note. — The detachment mess car is no longer furnished. 

Kitchen Cars, Description of. — The Pullman Co. have in 
seivice certain cars that are known as kitchen tourist cars. 
These are 16-section tourist cars with 2 sections removed, in 
which the company has installed a range and cooking equipment. 
With the cook and cook's helper provided by the Pullman Co., 
who are familiar with the use of the cooking appliances and the 
storage of food supplies, one of these cars is capable of preparing 
meals for as many as 300 men. The 14 sections remaining in 
the car can be used the same as any other tourist car, and will 
therefore accommodate 42 men, on the basis of 3 men to a 
section. 

Use of Kitchen Cars. — In the movement by rail of recruits or 
organizations, when special train service is provided and the 
time required for the journey will exceed 48 hours (with troop 
trains this will usually mean a journey of about 800 miles), and 
the number of men to be transported is 30 or more, kitchen 
tourist cars will be provided for the journey whenever practica- 
ble at the rate of 1 for each 200 men, or fraction thereof, and 
arrangements made with carriers to furnish a sufficient number 
of tables for each troop car. The kitchens will be completely 
equipped by the contractor for the preparation of meals, and a 
sufficient number of deep enameled plates to properly serve the 
troops will be provided as a part of the kitchen equipment. 



The Army Transport Service in General 33 

Emergency Kitchen Equipment. — If time will not admit of 
securing the kitchen equipment, a field range, No. 1, may be 
installed in the baggage or other car as an emergency kitchen- 
car equipment. 

Installing Field Range. — The method of installing this range 
in a baggage car will be as follows : Construct a box 6 feet long 
by 24J/1 inches wide and about 12 inches deep, inside measure- 
ments, using 1^ or 2 inch material if available. Line the sides, 
ends, and top edge of box with galvanized iron or zinc. Place 
box in car running lengthwise on one side of the car about 
2 feet from the side. Fill the box with dirt up to about 2 inches 
of the top. Place a brick flush with top of dirt at each of the 
four corners where the range will set. Place range in box, 
front and oven end close up against end of box, and deep enough 
in box so that when oven door is opened it will lay flat on edge 
of box. Place boiling plate in box, the end resting on top of 
angle iron on rear of range. Place a brick under each front 
corner of boiling plate flush with top of dirt. The alamo attach- 
ment is not used when range No. 1 is installed in the above 
manner. Fasten range and boiling plate firmly to box by means 
of strap iron or two or three strands of telegraph or telephone 
wire. Fill space between range, boiling plate, and side of box 
with soft mud to prevent heat from escaping. Three, and even 
four, field ranges may be installed in a car. Box can be held 
firmly in position on floor of car by nailing 2 by 4 inch strips 
around sides and ends of box. This is important and must not 
be neglected. 

Installing Stovepipe. — Remove one of the ventilating windows 
from car ; tack tent guards furnished with each range over the 
opening — one on the outside of the car and one on the inside. 
Carry stovepipe up and through the opening. End of pipe 
should extend about 6 inches outside of the ventilator opening. 
Elbows should be placed on end of pipe facing up and wired 
firmly to car. Wire stovepipe firmly to both sides of car. 

Additional Equipment Necessary. — The following additional 
equipment to that supplied with each range is necessary: 

Two galvanized iron water cans. 
Two galvanized iron buckets. 
One elbow stovepipe. 
One hundred feet wire. 

Water cans should be filled on every possible occasion where 
stops are made. 

Installing Stovepipe if Box Car is Used.— If the equipment is 
to be set up in a freight car a hole would have to be cut in top 
of the car for the stovepipe, using tent guards, as explained in 
above paragraph, to cover the opening. A freight car should 
not be used unless absolutely necessary, as the Government will 
be compelled to pay for the repairs necessary to replace car in 
proper condition. 



34 The Army Transport Service in General 

Advice to Commanding Officer as to Placing of Cars. — When 
the number of trains, or sections, is determined the commanding 
officer wfill be advised by the quartermaster where the freight 
and passenger equipment for each section will be placed and the 
time when the equipment will be in position for loading. 

Marking Cars. — As soon as freight cars are placed the quarter- 
master will mark the cars, in chalk, with the letters of the 
organization to which they are assigned. Passenger cars will 
not be marked until after the train sections are made up. 

Quartermaster to be Present at Entraining. — The quarter- 
master who provides the transportation, or a duly authorized 
representative, will be present at the embarkation of the troops 
and will see that the accommodations contracted for have been 
provided. A similar course will be pursued, where practicable, 
at places where changes of route or important connections are to 
be made. If delay is necessary in either case in order to com- 
plete the arrangements for transportation the commanding offi- 
cer of the troops will be fully notified. (A.R. 1114, 1913.) 

In accordance with the foregoing paragraph of Army Regula- 
tions the Quartermaster furnishing transportation, if practicable, 
and if not practicable, his agent, should be present at the loading 
of freight and troops. He should examine the train and its 
equipment and see that the railroad company has complied fully 
with its agreement. His presence is necessary also to adjust 
matters in case of controversy between the agents of the rail- 
road and the commanding officer of the troops. 

Order of Loading. — The following order should be generally 
ol)served in loading : 

First. — Company property, equipment, and supplies, not needed 
in transit (in box cars locked and sealed by railroad employees 
prior to departure of train), viz.: 

Company property. 

Property of officers and men. 

Ammunition. 

Rations. 

Sanitary stores. 

Tentage. 

Cooking utensils. 
Second. — Transportation (on gondola or flat cars), viz.: 

Guns and artillery carriages. 

Pontoons. 

Wagons. 

Ambulances. 

Other vehicles. 
Third. — Forage (in box cars). 

Fourth. — Checkable baggage, rations for use en route and arms 
(in baggage and kitchen cars under guard). 
Fifth. — Animals (in stock cars). 
Sixth. — Men (in coaches or sleepers). 



The Army Transport Service in General 35 

By this arrangement the articles needed first will be unloaded 
first. The cars should be alloted, marked, and loaded as pre- 
scribed in paragraphs 179 to 196 of the "Handbook of Trans- 
portation by Rail." 

Arrangements of Cars, if Two or More Sections. — If the 
organization is to be shipped in two or more sections, see that 
the proper baggage cars accompany each section, so that when 
an organization arrives in camp its baggage will be with it. At 
least two men should be in each unsealed car containing baggage 
or rations. 

Duties of Officer Supervising Loading. — The officer designated 
to superintend the loading of each train section should keep a 
list showing the initials, number, and contents of the cars loaded 
under his supervision ; should see that there is no unnecessary 
delay in placing the freight in the cars; that the cars are fully 
loaded ; and that the work is properly done. He should also see 
that household goods are loaded in separate cars (provided there 
is sufficient quantity to make one or more carloads), and that 
all checkable baggage (the 150 pounds per passenger each carried 
free) is likewise in separate cars provided for the purpose. As 
far as practicable the property of each organization should be 
kept by itself, and the property should be placed in cars in the 
order indicated herein. He should see that cars are, as far as 
practicable, loaded to their full capacity, as the railroad tariff^s 
provide a minimum weight (usually 30,000 pounds) for each 
car used, and the charge for this weight is assessed even though 
the car may contain only 18,000 or 20,000 pounds, or a less num- 
ber of pounds. 

Guarding Cars. — In case the loading is temporarily stopped, 
he should see that the freight cars are securely locked or placed 
under suitable guard. Upon the completion of loading he should 
likewise see that freight cars are securely locked or kept under 
suitable guard until sealed by the railroad authorities. 

Organization to Load and Unload. — At the proper time loading 
is begun and is carried on by the troops, pursuant to the orders 
of the commander. Heavy property may be loaded by details 
before the arrival of the troops (F.S.R. 393). Where the organ- 
ization takes its property with it on the same train or other 
conveyance, the property is only constructively turned over to 
the shipping quartermaster. The organization commander or 
organization quartermaster supervises and checks the loading of 
it upon the cars, also supervises and checks the property from 
the cars at destination. The shipping quartermaster makes up 
the transportation requests and bills of lading from the data 
furnished to him on the shipping list or shipping invoices and 
the list of personnel. 

N. C. O. to be Assigned to Each Car. — The kind and weight of 
all property loaded in each car must be shown. To accomplish 
this, when organizations take their property with them the com- 



36 The Army Transport Service in General 

manding ofificer should assign a competent non-commissioned 
officer or enlisted man to each car with instructions to make a 
list of boxes, barrels, crates, bundles, and other packages, and 
the weight of each. Separate lists of property should be made 
for each organization, and the number of the car and the initials 
of the line to which it belongs must be shown on each list. The 
property is thus checked into the cars, and in the same manner 
it should be checked from them at destination, in each case the 
organization commander exercising such supervision as to in- 
sure that the checking is properly done. 

Loading of Impedimenta. — The impedimenta, baggage, and 
rations should be so loaded that r.o difficulty will be had in un- 
loading and separating them and distributing them to the proper 
owfliers. The same non-commissioned officers who superintend 
the loading should be assigned the same duty in unloading. All 
such property, except the light hand baggage of officers and 
blanket rolls of enlisted men, should be placed in the cars prior 
to entraining the troops, leaving nothing to go into the passenger 
coaches and sleepers except that which will be carried on the 
backs of the men and in the liand, so that as the troops are de- 
trained the coaches will be left entirely free of any form of 
impedimenta and can at once be taken away by the railroad 
company. The property and baggage of each company will be 
stored separately as far as possible. Every article of baggage 
and property should be plainly marked or labeled. It is not prac- 
ticable to furnish checks for this class of property. The trqve' 
rations for the journey, unless distributed to the troops, should 
be placed in an open-end baggage or freight car, next the 
loading coach. 

Loading Vehicles Set Up. — The most suitable car for loading 
vehicles, shipped on their own wheels, of all kinds (except motor 
vehicles), including Artillery, Engineer, and Signal Corps organ- 
izations, is the 36-foot, drop-end, gondola (coal) car. Where 
there are a large number of vehicles to load, the entire number 
of cars necessary can be placed at one time, coupled together, 
a ramp placed at the end of the strings of cars and the vehicles 
run on the end car and pushed to the other end of the line of 
cars until all are loaded. After the loading is completed 2 by 4 
scantlings should be spiked to the floor, outside of the wheels, to 
prevent lateral movements. Chocks, at least 3 inches high and 
of sufficient width, or suitable skids, should be spiked in place 
in front and in the rear of the wheels to prevent longitudinal 
movements. Five-inch spikes or 40-pcnny nails, should be used 
for the nailing. The drop-ends should be raised and secured. 
If drop-end gondolas cannot be secured the solid-end gondolas 
will not answer the purpose, but an equal number of 36-foot flat 
cars should be substituted in lieu of the drop-end gondolas. 
These should be loaded as outlined above, and, after loading is 
completed, should be chocked and blocked as described above. 
A further precaution may be taken to prevent shifting by using 



The Army Transport Service in General 37 

gunny sacks, doubling them twice, and passing over the felloe 
next the floor and spiking down on each side. 

Loading Motor Vehicles. — Automobile cars should be pro- 
vided, if possible, but whenever impracticable to obtain them 
motor vehicles may be loaded on flat cars or coal cars from 
which one end has been removed. The best type of automobile 
car is similar to a furniture car, with a large door at each end. 
Others are provided with an extra-wide door at side. When 
not loaded in box cars they will be securely fastened, to prevent 
shifting of position, and may be properly protected by paulins. 
All loose and detachable articles must be placed in strong boxes 
and securely attached to vehicles or floor of car. Water tanks 
on vehicles operated by gasoline or naphtha will be emptied 
when shipments are made during freezing weather. Gasoline 
tanks will be emptied, and batteries of electrically propelled 
vehicles discharged, before shipment. 

Disposition of Bills of Lading. — In order to prevent delay in 
delivering the bills of lading to the last carrier at destination, 
they should be handed to the train quartermaster, who should 
not fail to properly accomplish and deHver them to the railroad 
agent at the point of destination, except that, where there is an 
established quartermaster at destination, the bills of lading will 
be turned over to the latter for accomplishment, together with a 
statement by the train quartermaster that all property has been 
received in good condition, or, if there is any shortage or damage, 
with a statement of articles damaged, cause of damage, and the 
money value. 

Entraining Troops. — The commanding officer of the troops 
should detail an ofiicer as entraining ofiicer, to proceed to the 
point of entraining in advance of the arrival of the command, 
to arrange assignment of the cars to the command. The quar- 
termaster should cause all cars to be marked with chalk, de- 
signating the organization to occupy each, and the number of 
men for each car. These marks should be placed on the side 
of the car near the steps. He will furnish each organization 
with a written memorandum, showing the number of the train, 
number any kind of cars, the direction headed, the point where 
located on the tracks, the point for entraining, and the hour for 
entraining and dispatch. 

The troops should be marched to the entraining point not 
more than 15 minutes before the time fixed for the departure of 
the train. 

If necessary, a guard will be established in the vicinity of the 
point of entraining, the necessity of which will be determined, 
under direction of the commanding ofiicer by the staflf ofiicer 
sent to reconnoiter the route. If a guard is required about the 
approaches, it will precede the troops, and as soon as the latter 
are entrained it will quickly follow. 

The entraining ofiicer will, as the command approaches, indi- 



38 The Army Transport Service in General 

cate to each company commander the car or cars he is to occupy, 
and the company commander will march his command directly 
aboard, using but one end of the car when he is to occupy the 
entire car or a part thereof. The men in the lead should be 
directed to proceed at once to their places in the car, so as not to 
block the aisles. 

Water Supply. — The men as soon as entrained will at once be 
cautioned in the economical use of water, as few cars are 
equipped to furnish more than a meager supply. A supple- 
mentary supply should be provided by arranging with the rail- 
road company to place a galvanized-iron water can filled with 
water on the platform of each coach. Such provision should 
be made a part of the agreement. To conserve the supply the 
cojnmanding officer should place a guard at each water tank, 
or barrel, to see that none is wasted. 

Commander of Troops Sole Intermediary. — The commander is 
the sole intermediary between the troops and the railroad per- 
sonnel. In case of deficiencies and other matters requiring cor- 
rection, he addressed himself to officials in charge only (F.S.R. 
396). 

Action in Case of Delay En Route. — The commanding officer 
of each train section, if there is any unusual delay en route, 
should first take up the matter with the conductor or special 
agent aboard; but if the delay still continues after a reasonable 
time has elapsed, he should communicate by wire with the divi- 
sion superintendent of the railroad company advising him of the 
delay and requesting prompt action as to forwarding. 

Should See that No Excess Accommodations are Used. — He 
should bear in mind that the contract, or agreement, with the 
railroad company is the basis for payment for the accommoda- 
tions furnished ; and, in so far as military passengers aboard 
are concerned, he should therefore see that no seats, berths, or 
other accommodations in excess of those authorized by regula- 
tions or provided for in the contract or agreement are used when 
it can be avoided. He should keep data regarding such delays 
en route and other matters as compel his command to unavoid- 
ably use the railway equipment beyond the scheduled time for 
arrival, including a reasonable time for detraining and unloading. 

Unloading in Emergencies. — On account of accidents, freight 
blockades, or action of the enemy it may be necessary to unload 
in the open country. In such cases portable or improvised ramps 
will have to be used. Lacking these the train may be stopped 
in a low cut and crossties, baled hay, car doors, and turf utilized 
for the rapid construction of ramps of sufficient height to permit 
unloading of animals (F.S.R. 402, 1914). 

Detraining and Unloading. — The train schedule is arranged, 
when practicable, for arrival at destination by daylight. The 
troops are notified in time to prepare for detraining. The offi- 
cers and guard are first to leave cars. The commander meets 



The Army Transport Service in General 39 

the staff officer sent to the train to deliver the instructions of 
the local commander, gets his bearing, and orders the troops 
to detrain. As soon as the passenger coaches or sleeping cars 
are empty the quartermaster, or a specially designated officer, 
accompanied by the conductor or other railroad representatives, 
makes an inspection of the cars and notes their condition; the 
result is reported to the commander. The troops procure their 
field kits and march to camp without delay, leaving suitable de- 
tails to unload and bring up the property. If the camp is distant, 
arms are stacked and a part of all of the command unloads the 
train. 

B. TRANSPORTATION OF TROOPS BY TRUCKS 

Trucks have proved of considerable value in the transportation 
of troops in this present war. 

Combined troop and freight carrying automobiles are being 
provided and form part of the Army Automobile Convoy. Their 
tonnage is about 3^4 tons. The bed is very large and the side 
curtains have celluloid windows. Each will carry IS to 20 fully 
equipped Infantry soldiers. They are equipped with pneumatic 
tires on double wheels for quick movement. They are excellent 
for bringing up reinforcements. 

The following notes on the transportation of troops by the 
French Automobile Service will be enlightening: 

Actually, the Automobile Service has the special equipment 
necessary to transport large troop units. We create to this end 
a formation which we call a Groupment, which includes 6 
groups. This Groupment has a Commander at its head and 
three Officer Assistants each of whom has a well-defined func- 
tion. 

The Assistant "Orienteur" arranges the column and keeps 
informed of the points of embarkation and debarkation. 

The Assistant "Commissaire de routes" indicates the route 
and posts signs or lanterns at all important cross-roads, so that 
no one need miss the road. 

The Assistant "Serre-file general" collects all the trucks that 
are broken down, forwards the troops that are in the same, and 
sends the vehicles back to the Repair Center. 

While the Groupment under its Commander is more or less 
self -operating, there are nevertheless duties in the work for the 
General Staff Officer. General Staff Officers are necessary for 
the following reasons, viz. : 

1. They must be at the point of emliarkation to settle conflicts 
in authority between local railroad officers, troop commanders 
and the automobile service ofl^xers. 

2. They must arrange for the local police of the route to be 
followed, for otherwise, if the column be stopped, you would 



40 The Army Transport Service in General 

very soon have 12 kilometers of trucks all mixed up and con- 
fused on the road. 

The importance of this particular phase has been demonstrated 
more than once, and it is only the General Staff Officer, speaking 
in the name of the Commander, that can arrange this property 
and promptly. 

After numerous trials, the best manner to embark a considera- 
ble number of troops has been found to be the following: 

a) Have a number of vifhat miglit be called railroad side tracks 
where the trucks are in column, in much the same way as our 
railway trains in railway yards. If necessary, use a number of 
roads for this purpose. Arrange them at time of embarkation 
in such manner that automobile groups will pass on to the main 
rqad at intervals between each group of approximately one-half 
hour. You gain nothing in time by moving out in a single 
column. 

b) March each battalion of troops in columns of 4 up to a 
group. (A group transports a battalion.) 

The Commander of the Group lias consulted with the Battalion 
Commander and he divides each company as it comes up to the 
Automobile Section Chief. (A Section transports a company.) 
The Company marches up, still in columns of 4, opposite the 
automobile section. The Company is then cut up for each truck 
load. The packs of the men are loaded in the rear of the 
trucks and the men embarked. The Assistant Chauffeur of each 
truck helps the Section Commander in this work. 

Battalions arriving on time should be loaded and the Group 
should be moved out within twenty minutes after the arrival of 
the troops. A Group in movement covers a road space of two 
kilometers. We have seen that we should have a considerable 
interval between Groups, so as to prevent "backing and filling." 

A Groupment, it follows, of 6 Groups (a Groupment transports 
a Brigade) will therefore occupy a road space of twenty kilo- 
meters. Its time in passing a given point would therefore be 
two hours. 

Often the point of embarkation has not been definitely fixed 
beforehand, and here some difficulty may arise between the 
Automobile Service Officer and the Troop Commander. It is 
therefore, always advisable to have a General Staff Officer at a 
determined point to give the necessary orders. 

Actually we have, as independent Groupments of the Army 
Automobile Service, two Groupments called the Reserve Re- 
gaudias, which are capable of moving the entire infantry of a 
Division in one load. 

In addition, we have the Groupment CoUot of six Groups of 
auto busses, which is at the disposition of the General-in-Chief. 

Finally, there exists the Groupment Kom, which is actually at 
the disposition of General Foch. (Note. — At the time this paper 
was written General Foch was commanding the French troops 



The "Army Transport Service in General 41 

on the western end of the line.) It is probable that shortly two 
other Groupments will be created. 

These reserve transportations have been formed principally 
with vehicles especially adapted for the work of transporting 
personnel. 

The Reserve Regaudias is entirely formed of the American 
"White" automobile, which is very light, and has a 2-ton capacity. 

For the reason given before, it is inefficient to use a 3-ton 
truck to transport 18 to 20 men. A solution of this difficulty 
is now being worked out, whereby we hope to be able to use a 
trailer and thus carry 34 men instead of 18. If this works out, 
one Group will be able to carry two instead of one battalion. 

It was with a good deal of hesitation that the General-in- 
Chief, at the beginning of the war, authorized the transport of 
troops by automobile. Now he has changed his ideas, and to 
date we transport about 500 battalions per month. It therefore 
goes without saying that the use of trucks for this work is very 
important. 

For a movement under 25 kilometers, there is really less 
fatigue for the troops to march the distance than to march to the 
point of embarkation and from the point of debarkation. In this 
case, however, the truck will help, for it can go and get the 
infantry packs, follow a different route and turn them over to the 
troops at destination. A Group will carry the packs of the entire 
Division. 

We will now consider the cost of troop movements in trucks. 
Take, for example, a Brigade movement, of 40 kilometers with a 
20 kilometers movement to the point of embarkation or, in other 
words, a complete trip of 100 kilometers. This costs : 
100 X .80 fcs. X 480 = 38,400 francs. 

It is, therefore, hardly economical. 

Part 6 

TRANSPORTATION OF HEAVY ARTILLERY BY 
TRUCKS 

(As worked out in the French Service.) 

The transportation of Heavy Artillery is a question which 
arose seriously in June, 1915. A number of tests had been made 
before, during the retreat in August, 1914, and later on in the 
First Army. It was not, however, until June, 1915, that the 
question was seriously considered. The results of the studies 
made on August 10, 1915, led to this means of transportation as 
a definite project. 

There are two methods for transporting heavy artillery; one, 
to pull the piece ; the other, to carry it in one or two loads. 
Both have their advantages and disadvantages. It is naturally 



42 The Army Transport Service in Ge^^eral 

easier to pull the gun than to load it on the truck, but the pulling 
of the gun on the road behind a truck results in considerable 
wear and tear on the piece. To reduce the latter, trucks pulling 
pieces do not go faster than from 7 to 8 kilometers per hour, 
and a great deal of care is taken to prevent injury to the recoil 
apparatus of the gun by collision, etc. Carrying the gun has 
the great advantage of permitting the truck to make from 10 to 
15 kilometers speed. You should not, however, draw any definite 
conclusions from the above facts, for you must differentiate 
between these methods of movement and the movement of what 
we call Heavy Tractor Artillery. 

The latter artillery which is actually formed in regiments and 
groups includes all the necessary tractors and trucks for its com- 
plete unit and for the first supply of ammunition. The tractors 
of the group are all of the 4-wheel driven type instead of the 
2-rear wheel driven, as is the case with all our other tractors. 
The 4-wheel driven, however, does not answer all purposes, for 
even for their use a good road is required, and a careful pre- 
liminary reconnaissance must be made of the route. They also 
cost about double the price of a 2-wheel driven. 

The Artillery I have just referred to is the Tractor Heavy 
Artillery of which you all know. On the other hand, we are 
interested particularly in this paper in only the movement of 
such artillery as is not equipped with its own transport and 
what we call batteries of position. 

It is necessary that artillery positions be mobilized. I do not 
mean by this that they can be quickly moved, but that they may 
be moved from one position to a new one in one or two nights. 
Now what is required for this movement? We will take, for 
example, two Sections, li you have 4 Groups you can transport 
8 batteries. If this movement is 15 kilometers, the time required 
is 5 hours, and thus, if everything is carefully thought out, you 
can move 16 batteries in one night. You must note that in addi- 
tion to the batteries themselves you have also transported the 
normal ammunition supply and the personnel with the Group 
of trucks referred to. 

If the road reconnaissance has been well carried out you can 
transport the batteries near their position. 220-mm. cannons 
have been brought up during the night in the Champagne within 
400 meters of the trenches without being discovered by the 
enemy. ^ 

You can see by the foregoing that by utiHzing 4 or 5 Groups 
in an Army you can in one night change the position of 20 heavy 
batteries. It is, however, a procedure that must be tested and 
well drilled beforehand. The loading and unloading of the 
155-mm. and large pieces requires the use of a pair of shears 
to lift the tube of the cannon on and ofif the truck and mount. 



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JOIHACRGUN BN 4C0.I 



■ BltlG.HDORS. 



302 MACH GUN BN 3C0'; 



PERSONNEL (b) 



'(b) 



RAILROAO [QUIPT t) 



1 



m. 



ANIMALS (b) 



AUTHORIZCD 



FORAGE 



SUBSISTENCE 



ESTIMATED RAILROAD EQUIPMENT 
TO MOVE INF. piVISIQN^"^ 



PROPERTY 



MiKet. ffj 

MUlPMtMT 



fll 



S5 



VEHICLE. 3 



TOTtL RV lauifT BtOlllBtO 



JL 



_5^ 



?7450O3O0730 



303 MACH GUN BHSCOls 



151 f A^BRIG HDQRS_ 



Ik 



303 HEAVY FA.t 



301 TRENCH MOTOR BTY 



1 



JOI ENGINKR RES. 
301 FIELD SIGNAL BN. 



JOI HDQRS.TRa.MIL. PL. 



30t AM. TRAIN 



301 3UPPLY TR. 



30IENGlNtER TR. 



301 SANITARY TR. 



JiUl. 



'i' Jl 



'h 
A. 

Jk. 



sm. 



riELD MOSP. (MOTOR) 



AMB. CO. (motor) 



.fl ELD H05R (ANIMAL) 



AMB CO (ANIMAL) 



NF HDQR CO 



INF SUPPLY CO. 



NF MACH GUN CO. 



M»CH GUN BN CO. 



F A SUPPLY CO 6' 



5__aS J33 



2! 



truck CO. SUPPIY 



5 



iil 



iL_ 



iL 



xH 



1666.5 



I57aj 



I5T00 
36873 



asj 



730 



5775 



5975 



(OCAPACITIES OF RY PASSENGER EQUIP. 
SECURED FROM QM.C. MANUAL P 520 



-+t:H 



196 Mm 



f«) An •siimfig, 9nd tht b»3ij ^r t working pitn only 
'Prcfitr oratrs A eswct returns of the command 
will bt furnished to the QM" A R. I9li Pir lieo 
(y FromTtbles of Orgimietloni Au^ I}!? 
{tjilnciudes QMC.t^ed&SiO. 

txdudes Ord &£ng,(f«tiYt,l»u>) 

(e) Per telegnm AGO July 14.1)17 currt in lullrtin >,&/* 72/5/' 
HMd^KlTCBiK 






if) 5m»ll ficurts in ill Cisas rep eyeilable no of recencies 
thef on be uliliied for tjditions Whenever more 
IS moved in the serne sect the units should cons ii 
•^ip so thet all vnused spece is reduced to a min.' Under the 
most fevorablo conds. e single Met. of > troop trein should not 
consist of more then 10 cars' Par liSi qtil.C. Man The 
most sattsf. results can be obtained with a 14 car sect tnadt up 



(g) Calculated on the basis of 60000 lbs m« "P-fj'^'\^' 

' Thus applies to ordinary fcox can. also, which ire used whei 

tags cars arc not unliable. When req. are % cf a car or 

less, it IS adra to sub. one comb. pan. a bagg car Org 

must cons in order to make use of all arailible space. 

(hj Conformitf with ftc M4i SJHC M»/l P574 

































1 PROPERTY 


B/JGGAG£fd) 


TOr/iLTRUCtSI^ 




MIX. EQUIPMENT (s) 






rs SEa. 




THUCKS g£a. 




TRUCKS RECL 




Y 


3il 


WE.ISHT 


2 


TONJ 


ii 


OFFICEKS 


MEN 


TOTAL 


2 


'T 


H 


? 


3 


^i 


1 


/ 


365S 


1 


1 


1 


10700 




10700 


3 


2 


7 


10 


10 


d 


1 


/ 


1330 


1 


/ 


1 




10650 


10850 


3 


2 


7 


17 


13 


9 


f 


2 


10620 


3 


2 


2 


6900 


55600 


62500 


15 


10 


9 


40 


43 


24 


1 


/ 


1245 


1 


/• 


1 


1150 


1375 


2525 


1 


1 


/ 


7 


8 


7 


'3 


// 


95498 


72 


16 


13 


76250 


774500 


300750 


75 


50 


43 


176 


163 


101 


13 


// 


S5498 


23 


16 


13 


26250 


274500 


300750 


75 


50 


43 


176 


183 


101 


7 


2 


8278 


2 


2 


2 


5400 


57700 


57600 


14 


9 


8 


33 


36 


21 


1 


/ 


1245 


1 


1 


1 


1650 


1375 


3225 


1 


1 


1 


7 


6 


7 


13 


// 


35493 


23 


16 


13 


26750 


774500 


V0 7S0 


75 


50 


43 


176 


183 


101 


P 


// 


95498 


23 


16 


13 


26250 


774500 


300750 


75 


50 


43 


176 


183 


101 


2 


2 


8278 


2 


7 


7 


5400 


57700 


57600 


14 


9 


8 


33 


36 


21 


/ 


/ 


1245 


1 


1 


1 


28Sd 


3700 


6550 


2 


1 


1 


9 


10 


a 


5 


5 


27599 


6 


4 


3 


15650 


106900 


124750 


31 


71 


18 


117 


107 


64 


5 


J 


77599 


e 


4 


3 


15650 


108900 


U4 750 


31 


71 


16 


117 


107 


64 


6 


5 


23650 


6 


4 


3 


18750 


130625 


146675 


37 


25 


21 


140 


133 


80 


1 


1 


3789 ^ 


1 


1 


1 


■300 


14800 


15700 


4 


3 


3 


/3 


14 


10 


6 


5 


77356 


6 


4 


3 


1550 


I776SO 


124200 


31 


21 


18 


76 


87 


45 


1 


1 


■^2419 


II 


7 


6 


3900 


19100 


23000 


6 


4 


3 


31 


27 


.18 


2 


t 


4364 


/ 


/ 


1 


3300 


24425 


77725 


7 


5 


4 


27. 


27 


16 


3 


3 


14424 


4 


3 


2 


7450 


10400 


77850 


19 


14 


/I 


61 


64 


-36 


2 


2 


6972 


2 


7 


/ 


2150 


34875 


37025 


9 


6 


5 


20 


25 


12 


/ 


1 


1166 


/ 


1 


/ 


500 


5325 


5875 


1 


1 


1 


lO 


II 


8 


3 


3 


12546 


3 


2 


2 


13150 


66000 


81150 


20 


13 


II 


S3 


S4 


JO 






59S.376 












2,705.450 








1510 


IS57 


892 


































1 


1053 


1 


1 




1500 


5375 


6875 


2 


1 


1 


7 


8 


6 




1 


1053 


1 


1 




1750 


3150 


10400 


3 


2 


2 


8 


10 


7 




1 


1573 


1 


/ 




1500 


5450 


6950 


2 


2 


1 


9 


12 


8 




1 


1919 


1 


/ 




1250 


11475 


17725 


^, 


2 


2 


10 


14 


9 




3 


12996 


3 


2 




6650 


75150 


61600 


70 


13 


II 


43 


55 


27 




1 


2723 


1 


/ 




1750 


22225 


73975 


6 


4 


4 


16 


/d 


10 




1 


2102 


1 


/ 




500 


10450 


10950 


3 


7 


2 


17 


16 


13 




1 


7363 


1 


/ 




1500 


16775 


70275 


5 


3 


3 


13 


15 


9 




1 


7379 


1 


/ 




1500 


17925 


14425 


4 


3 


2 


II 


13 


6 




1 


7379 


1 


/ 




1500 


17975 


14425 


4 


3 


7 


II 


13 







7 


7097 


7 


2 




4400 


41500 


45900 


II 


7 


7 


42 


42 


25 


O 




rcXA 


•7 


/ 




%i';n 34750 \ 37400 \ 


d 


6 


5 


36 


34. 


22 


























4 


-^\ 


%r-''<^*kiir^ 


:r^rhi^A^l\^ ^ iVt^ . 


J ^^ V. 


._ 





_ . 





"c?- -- 





43 



ESTIMATED MOTOR TRUCK EQUIPMENT 
TO MOVE /NF, DIVISION 



OR6ANIZATI0N 


PERSONNEL 0) \ 


FORAGE (c) 


SUBSISTENCE 


PROPERTY 


BA66AGE(d) 


TOTALTRLfCKSRCdi 






CaV/PffCNT 


S DAYS 


S DAYS 


MISC. EQUIPMENT (el 










AUTH.^TRENSTH 


JTO^S 




TRUCKS eEO- 


-,/IHIHSON 


TRUCKS REO. 


heserve 


TRUCKS REQ.. 


FIELD 


TRUCKS REa. 


TRAVEL 


TRUCKS 


R£a. 




TRUCKS REo\ 




TRUCKS kEO. 








FFia/t 


MEN 


TOTAL 


sirr/NS 


STANDIHI, 


WEIGHT 


7 


'r 


3\ 


WEISHT 


2 


3 


J? 


it'EISHT 


2 


Tons 

3 


3j 


WEISHT 


2 


ToNi 


^f 


WEIGHT 


2 


'T 


Jf 


W£.IGHT 


7 


°tl 


3T. 


OEficms 


MCN 


T0T/1L 


7 


^yj 


Jl_ 


2 


3 


tf 




76 DIV HDQRS 


26 


'29 


55 


2li, 


2^' 


6015 


2 


1 


1 


31475 


1 


1 


/ 


550 


1 


1 


1 


825 


1 


1 


1 


1127.5 


1 


j_ 


1 


3659 


; 


/ 


1 


10700 




10700 


3 


7 


7 


10 


10 


6 




76 H Dan TROOP 


3 


106 


■109 


3^ 


3'' 


14540 


4 


3 


2 


2670S 


1 


1 


/ 


1090 


1 


1 


1 


1635 


1 


1 


1 


2234.5 


1 


I 


1 


1330 


/ 


/ 


1 




10850 


10850 


3 


7 


7 


17 


/.? 


9 




30//4/!CH. GUN BN. 4 CO'S 


27 


741 


768 


21 ' 


16 


32900 


8 


5 


5 


IS8/6 


5 


3 


J 


7680 


7 


2 


1 


11520 


3 


2 


2 


15744 


4 


j_ 


2 


10820 


3 


? 


7 


6900 


55600 


67500 


15 


10 


9 


40 


43 


24 




151 /NF BRIG. HDQR5 


5 


16 


73 


/" 


1'' 


2570 


/ 


1 


1 


5e35 


1 


1 


/ 


230 


1 


/ 


1 


345 


/ 


1 


/ 


471.5 


1 


I 


1 


1245 


1 


/ 


1 


1150 


1375 


2575 


1 


1 


/ 


7 


6 


7 




301 INF REG. 


103 


3657 


3755 


99' 


79" 


53425 


13 


8 


7 


9/9975 


73 


15 


13 


375S0 


9 


6 


6 


56325 


14 


9 


8 


76975^5 


19 


13 


II 


35498 


23 


16 


13 


26250 


274500 300750 


75 


50 


43 


176 


183 


101 




302 INF REG. 


103 


3652 


3755 


99' 


79" 


53425 


13 


3 


7 


91997.5 


23 


15 


13 


37550 


9 


6 


6 


56375 


14 


9 


8 


769755 


19 


13 


II 


35498 


73 


16 


13 


26750 


774500 


300 750 


75 


50 


43 


176 


163 


10/ 




302 MACH GUN. BN. 3 CO'5 


2/ 


560 


561 


16" 


,3^' 


25/60 


6 


4 


4 


142345 


4 


3 


2 


5810 


2 


/ 


1 


8715 


2 


2 


2 


II9I0^5 


3 


? 


2 


8276 


7 


7 


2 


5400 


57700 


57600 


14 


9 


6 


33 


36 


71 




/52 /NFdR/S. HDQRS 


5 


13 


23 


l" 


/" 


7570 


1 


1 


1 


563.5 


1 


1 


1 


230 


/ 


/ 


1 


345 


1 


1 


1 


471.5 


1 


1 


1 


1745 


1 


1 


1 


1850 


1375 


3225 


1 


1 


1 


7 


8 


7 




y>3 INF REG. 


103 


i657 


3755 


39' 


79" 


53425 


13 


8 


7 


91997.5 


73 


15 


13 


37550 


9 


6 


6 


56325 


14 


9 


3 


76977.5 


19 


13 


II 


95493 


73 


16 


13 


26250 


274S00 300 750 


75 


50 


43 


176 


163 


101 




304 INF REG. 


103 


3652 


3755 


3,7 


79" 


53425 


/J 


6 


7 


9I997S 


23 


15 


13 


37550 


9 


6 


6 


5637 g 


14 


9 


6 


7697 7 S 


19 


13 


II 


95498 


73 


16 


13 


26250 


274500 300750 


75 


50 


43 


176 


183 


10/ 




303MACH GUN BN. 3C0'S 


21 


560 


561 


16" 


13^' 


25160 


6 


4 


4 


I4234S 


4 


3 


2 


5610 


2 


/ 


1 


8715 


2 


2 


2 


II9I0.5 


3 


7 


2 


8278 


2 


7 


2 


5400 


52200 


57600 


14 


9 


6 


33 


36 


21 




/S/ FA. BRIG HDQR5. 


3 


49 


58 


2" 


7'" 


8070 


7 


7 


7 


1421 


1 


1 


1 


580 


/ 


1 


1 


870 


1 


1 


/ 


1189 


1 


1 


/ 


1745 


1 


1 


1 


28S0 


3700 


6550 


7 


1 


1 


9 


10 


3 




30/ FAS 


61 


1447 


1508 


40'' 


32" 


192685 


48 


32 


27 


36946 


3 


6 


5 


15060 


4 


3 


3 


77670 


6 


4 


3 


30914 


8 


5 


5 


77539 


6 


4 


3 


I58S0 


108900 


124750 


31 


21 


16 


112 


/07 


64 




302FA.3 


61 


1447 


1506 


40" 


j2^ 


192685 


48 


32 


27 


36946 


9 


6 


5 


I50S0 


4 


3 


3 


72620 


6 


4 


3 


30914 


6 


5 


J 


27539 


6 


4 


3 


IS650 


108900 


ii4 750 


31 


21 


Id 


112 


107 


64 




303 HEAVY FA e 


70 


1736 


1606 


48"° 


38" 


272120 


65 


45 


^36 


44247 


II 


7 


6 


18060 


5 


3 


3 


77090 


7 


S 


4 


37023 


9 


6 


5 


73650 


6 


4 


3 


18250 


130625 


146875 


37 


25 


71 


140 


133 


80 




301 TRENCH r40T0R STY. 


3 


185 


186 


5" 


4*' 


11700 


3 


2 


7 


4606 


7 


1 


1 


1880 


1 


1 


1 


2620 


1 


1 


/ 


3854 


1 


1 


1 


328') 


1 


1 


1 


900 


14800 


15700 


4 


J 


3 


13 


14 


10 




30/ ENGINE El? REG. 


4<) 


1617 


1666 


44^' 


JT'" 


43330 


in 


7 


6 


40817 


10 


7 


6 


16660 


4 


3 


3 


24990 


6 


4 


4 


34153 


9 


a 


5 


77356 


6 


4 


3 


1550 


I22650 


124200 


31 


21 


16 


76 


67 


45 




30/ F/ELD S/GNAL BN. 


14 


746 


762 


7" 


tf^ 


3600S 


9 


6 


5 


64/3 


2 


1 


1 


7620 


1 


1 




3930 


/ 


1 


1 


■537/ 


/ 


1 


1 


.n4l9 


II 


7 


6 


3900 


19100 


23000 


6 


4 


3 


31 


77 


.18 




30/ HDQR5. TP <3 r^lL. PL. 


n 


V4 


337 


■»^ 


fl*'- 


4770S 


n 


7 


6 


8756.5 


? 


? 


7 


3370 


1 


r 




5055 


7 


1 


1 


6908.5 


7 


7 


1 


4364 


1 


1 


1 


3300 


24425 


27725 


7 


S 


a 


27 


77 


16 




30/ AM. TRA/N 


28 


334 


95? 


26'^ 


21*' 


66420 


70 


14 


12 


i3569 


6 


4 


4 


9620 


3 


2 


"7" 


14430 


4 


3 


? 


19771 


5 


3 


3 


14424 


4 


3 


7 


7450 


70400 


77350 


19 


/4 


It 


61 


64 


36 




30/ SUPPLY TR. 


P. 


464 


47? 


n" 


in* 








n 





11564 


3 


7 


7 


4720 


1 


1 




7080 


7 


7 


/ 


9676 


3 


? 


? 


6972 


7 


2 


1 


7150 


34875 


37025 


9 


6 


5 


20 


25 


12 




30/ ENG/NEER TR. 


2 


62 


84 


3^ 


2" 


15705 


4 


3 


2 


2056 


1 


1 


1 


340 


1 


1 


~ 


1260 


1 


1 


/ 


1722 


1 


/ 


/ 


1168 


/ 


1 


1 


500 


5375 


5375 


1 


1 


1 


10 


/I 


a 




301 SAN/TARY TR. 


4,9 


100 


349 


75' 


20" 


46655 


12 


7 


6 


23250S 


6 


4 


4 


9450 


.3 


7 




14235 


4 


.? 


2 


19454. S 


T 


3 


.7 


17546 


3 


2 


2 


13150 


66000 


8IIS0 


20 


13 


II 


33 


54 


JO 




TOTALS 


667 


76073 


76960 






1.275.395 








662,3l9i: 








269.100 








40d,400 








557,672j 








595.376 












2,705450 






__ 


/S/0 


IS52 


692 
























" 





























































F/ELD HOSf> (/VfO TOR) 


6 


■62 


88 


J* 


2' 


a 











7156 


1 


1 




680 








1320 




/ 




1604 


/ 


~f 




1053 






/ 


1500 


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CHAPTER II 

COMPOSITION AND ORGANIZATION OF A 
SUPPLY TRAIN 

Part 1 
COMPOSITION 

The Supply Train is commanded by a Major, whose immediate 
superior in camp is the Commander of Division Trains, and in 
the field the Division Quartermaster. Its function does not 
extend to the transportation of ammunition, and it therefore 
must be borne in mind as distinct from the Ammunition Train. 
The Division Trains, including" Ammunition Train, Supply Train, 
Engineer Train, and Sanitary Train, and the Military Police 
have a regimental organization under a Colonel, the Commander 
of Trains. 

The regulations regarding the control, organization, and detail 
of officers for the division trains are covered by the following 
extract from G. O. 149, War Dept, Nov. 28, 1917: 

REGULATIONS REGARDING DETAIL OF OFFICERS 
FOR DUTY WITH DIVISION TRAINS 

IV. The following regulations regarding the detail of officers 
for duty with divisions trains are published for the information 
and guidance of all concerned : 

1. Except when gathered together on the march or during an 
interval between marches under the commander of trains, as 
described in paragraph 280, Field Service Regulations, trains will 
operate under the direction of the following officers : 

The Ammunition Train under the Chief of Artillery. 
The Supply Train under the Chief Quartermaster. 
The Sanitary Train under the Chief Surgeon. 
The Engineer Train under the Chief Engineer. 

2. In the National Army and National Guard division com- 
manders will detail for duty with headquarters and military 
police and ammunition and supply trains such officers as are 
suitable for the detail, no matter in what arm or corps of the 
Army these officers may be commissioned. Officers so detailed 
are extra officers in the arm or corps in which commissioned. 
Engineer officers will be assigned to the engineer trains and 
medical officers to sanitary trains, except that supply officers for 
sanitary trains shall be detailed as prescribed above for the 
headquarters and military police and ammunition and supply 
trains. 

3. In the Regular Army line officers are detailed to the divi- 
sional train service under Section 3 of the Act of Congress 

43 



44 Composition and Organization of a Supn.Y Train 

approved June 3, 1916, by the Adjutant General of the Army 
from officers of the various arms and corps according to the 
equalization principle, which governs the detail of line officers 
to the various staff, corps and departments, as authorized in 
Sections 26 and 27 of the Act of Congress approved February 
2, 1901. s> ff y 

4. Officers regularly detailed for duty with trains as prescribed 
in paragraphs 2 and 3 shall, while so detailed be carried as offi- 
cers of the train service. 

5. Enlisted men assigned to trains will wear the collar orna- 
ment prescribed in Uniform Specifications for trains and hat- 
cords as follows : 

H'eadquarters and military police in an Infantry Division, 
infantry hat-cord; in a Cavalry Division, cavalry hat-cord; Am- 
munition Train, artillery hat-cord : Supply Train, quartermaster 
hat-cord; Engineer Train, engineer hat-cord; Sanitary Train, 
medical hat-cord. 

6. Division commanders, in detailing officers for duty with 
trains, will be guided by the general principles enunciated in the 
following extracts from the Field Service Regulations, 1914: 

280. COMMANDER OF TRAINS.— A commander of trains 
is assigned for each division, togetlier with the necessary as- 
sistants and troops. He controls the marching and camping of 
the combined ammunition, supply, sanitary and engineer trains. 
He is also charged with all matters of general police in the rear 
of the division while on the march and throughout the com- 
mand while it is in camp. (See Military Police.) 

281. When the trains of more than one division are marching 
on the same road the Field Army Commander or other superior 
authority designates an officer, usually a General Staff Officer, 
to decide all questions of precedence in the movement and 
camping of the trains of the different divisions. 

282. When combat is imminent the ammunition, sanitary, and 
engineer trains are ordered released from the control of the 
commander of trains, and thereafter during the period of the 
combat operate in the manner described hereafter. (See Am- 
munition, Sanitary Service, and Engineer Trains.) 

Upon the completion of the period of combat and when no 
longer required to operate independently, these trains revert to 
the control of the commander of trains. 

309. The Quartermaster in charge of the Supply Train is the 
subordinate of the commander of trains and operates his train 
as directed by the latter authority. He is responsible for the 
efficient operation of the Supplv Train and commands its per- 
sonnel. 

314. The organization and operation of the ammunition service 
is the duty of the Field Artillery. The commander of the Am- 
munition Train is the immediate subordinate of the divisional 



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O O O -w en O U 



The following is the latest table of organization of a Supply Train: 

TABLE 26 SUPPLY TRAIN (MOTOR) INFANTRY DIVISION 
MAXIMUM AND MINIMUM STRENGTH 
SERIES A 



UNITS 







to 




= ^ 


u 


3 = 


J 


V g 


•a ^ 


H& 


< 


C o 




X o 


O 


od 


wa 


WO 


H 



SqI 



REMARKS 



4 


5 


6 




1 




6 


6 




6 


8 




12 


15 
2 


1 


6 


7 


1 


36 


38 


1 


192 


195 




12 
72 






73 


8 


144 


147 




462 


475 

1 W 


10 


474 


490 


11 

1 


6 


7 




6 







6 


7 


2L 


162 


162 


IN 


6 


7 




6 


6 




12 


12 




36 


45 




438 


445 





2 Major 

3 Captain 

4 Ist Lieutenants 

5 TOTAL COMMISSIONED.. 

6 Quartermaster Sergeants 

7 Sergeants Ist Class 

8 Sergeants 

9 Corporals 

10 Cooks 

11 Privates 1st Class 

12 Privates 

13 TOTAL ENLISTED 

14 AGGREGATE 

15 Ambulance, Motor, M.D 

16 Cars, Motor Q.M.C 

17 Kitchens, rolling Q.M.C 

18| Motorcycles with side cars 

191 Trucks, Cargo 2 ton. Q.M.C. (V) 
201 Trucks, rations & baggage Q.M.C. 

21 Truck, repair, Q.M.C 

221 Trucks, tank Q.M.C 

23( Pistols 



24[ Rifles 





1 


1 




1 


2S 


2 


3 




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AlP 


FIP 


B61P 
5R 


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2 


CKR 
32 


2C 
3RU 


2P 


TP 

1 


DKR 
12 


E R 
1 


EK 
24R 


3R 
IT 2E 


77 


13 


79 


16 


1 


1 


IM 




1 


1 


27K 




1 


1 


1 




2G 




6 


9 


73K 


7 



501 



163 



12 

45 

445 



(a) Truckmaster 
uses light repair 
truck. 

(b) 1 clerk, 3 Asst 
Truckmasters, 1 
Mess Sergeant, 1 
Mechanic. 

(c) Chauffeurs. 

(d) 2 Asst. Me- 
chanics, 1 Mes- 
senger, 9 Asst. 
Chauffeurs. 

(e) Asst. Chauf- 
feurs. 

(f) Clerk. 

(g) Under ordi- 
n a r y conditions 
one tank truck 
will be sufficient 

(k) If other than 
2 ton trucks are 
provided, the 
number will be re- 
duced or increased 
so as to provide 
the same cargo 
capacity, and the 
I number of chauf- 
feurs, Asst. Chauf- 
feurs and Rifles 
will be changed 
accordingly. 

(1) Furnished by 
Medical Dep't. 

(m) Trail mobile 
type. 

(n) For personnel 
and supplies. 

(p) Armed with 

pistol. 

(r) Armed with 

rifle. 

(s) 1 Adjutant and 
1 Supply Officer. 

(t) For train offi- 
cers' Mess. 

(u) Includes 1 sta- 
tistical clerk. 

(v) Cargo c a p a- 
city 1 Truck 3,000 
lbs. 



(W) Enlisted personnel from Quartermaster Corps. For regulations regarding 
officers see Par. 4, General Orders No. 149, War Dept. 1917. 

(Y) Expert typewriter repair men for duty as directed by division Quartermaster. 

The Major, as commanding officer of the train, is responsible for the organization, 
operation, instruction, and discipline of his command. The duties are similar to those 
of a Major commanding a squadron or battalion. In regard to property he has power 
to approve surveys and condemn and dispose of unserviceable property, parts, and acces- 
sories, unless otherwise prescribed by regulations. He should make frequent inspections 
of his entire command. In these inspections he should check property to see that 
equipment is complete as prescribed and that this equipment is serviceable. 



Composition and Organization of a Supply Train 45 

artillery commander after the ammunition train has been re- 
leased from the control of the commander of trains. 

339. The Sanitary Train. — The sanitary train is composed of 
ambulance companies, field hospital companies, and camp in- 
tirmaries. The sanitary train is conmianded by the division 
surgeon, or in his absence, by the senior medical officer of the 
attached elements, who, upon its release from the control of the 
commander of trains, operated in accordance with orders or 
instructions received from division headquarters. (See F.S.R. 
No. 3.) 

355. The organization and operation of the engineer train is 
the duty of the engineer corps. The engineer train is com- 
manded by the senior engineer officer present with it, who, 
upon its release from the control of the commander of trains, 
operates it in accordance with the instructions of the senior 
engineer officer of the division. (322,052. A. G. O.) See Table 26. 

Under this organization, two men should be assigned to each 
truck permanently, a corporal as chauffeur and a private 1st- 
class or private as assistant chauffeur. The entire personnel 
of the companies should be taught to operate and care for a truck. 

The unit of Motor Truck Transportation, it is obvious, is the 
motor truck company, six of which, with the headquarters com- 
pany, make up a Supply Train. In the succeeding pages fre- 
quent mention will be made of a motor truck company which 
will be understood to be a Supply Train Motor Truck Company. 
With the preceding data from this chapter thoroughly under- 
stood as a basis, to understand the organization and operation of 
a motor truck company, is to understand the same for the Supply 
Train as a whole. 

The present equipment of a motor truck company is thirty-one 
trucks : 21 ordinary cargo trucks, 1 baggage, ration, and spare 
parts truck, 1 kitchen truck (trailer type), 1 or 2 gasoline re- 
filling trucks, and 1 light repair truck. There is also a pas- 
senger car (roadster type) and a motor cycle with side car 
attachment. 

The Company is normally organized into three sections of 
nine trucks, each section under command of an assistant truck- 
master. The service trucks are kept under the immediate orders 
of tile truckmaster, these not forming" an integral part of the 
cargo sections. When the company is not operated as a train, 
these trucks may be assigned to cargo work, and in such case, 
should be attached to sections. 

All trucks, except tank trucks, are normally equipped with war 
bodies, as it is desirable to have only standard bodies with a 
truck company. The baggage and ration truck is an ordinary 
cargo truck, and the repair truck, a cargo truck equipped with 
removable chests, benches, etc., for tools and parts. The gaso- 
line carrying trucks, when part of the equipment, are cargo 
trucks with special channels in beds for carrying metal gasoline 
drums. The three ton body is equipped to carry ten gasoline 



46 Composition and Organization of a Supply Train 

drums, giving a capacity of 550 gallons ; the one and one-half 
ton body carries four gasoline drums, giving a capacity of 220 
gallons. 

The Motor Cycle should be standardized and permit of side- 
car attachment. It should have interchangeable wheels and 
single-cylinder, air-cooled, detachable engine. Belt drive is pre- 
ferable. The side-car frame should be standardized to permit 
machine gun, stretcher, passenger seat box, or other fixture to 
be attached. 

The Light Car should be standardized and be able to 
carry two men and 500 pounds of freight over the most difficult 
roads. It should have a clearance of 10 inches, equal sized, inter- 
changeable disk wheels, solid rear axle, two-wheeled trailers, 
and, abolition of the differential. Wheels of car and trailer to 
be interchangeable. The greatest advantage of this kind of car 
is that its failure to reach its destination means the loss of but 
500 pounds of freight, while the loss of a large truck from a 
shell would mean several tons of freight destroyed. 

Part 2 

GENERAL ORGANIZATION OF A MOTOR TRUCK 
COMPANY 

The commander of a motor truck company has a problem 
which may be grouped into two general classes, administrative 
and mechanical. 

The administration of a truck company is identical with that 
of a company, troop or battery. The Company Commander is 
responsible for the discipline, operation, and supply of his com- 
mand. He is assisted by the truckmaster, whose duties are 
analogous to those of a 1st Sergeant. The truckmaster is the 
executive, and sees that all orders or instructions are properly 
carried out. 

Each assistant truckmaster is responsible for the discipline 
of the men of his section, and for the proper operation and up- 
keep of the equipment assigned thereto. All orders or instruc- 
tions to various members of a section should be given to the 
assistant truckmaster in charge thereof and he should be held 
rigidly accountable for the condition and operation of his 
section. The truckmaster, and assistants, must understand 
their authority and responsibilities and must be required 
to exercise both. The company commander must utilize 
his time in directing and supervising the general work, and 
unless he requires his subordinates to do their proper share of 
details, he will have no success in perfecting his organization. 

In each company, the division of responsibility with reference 
to operation, repair and upkeep of the mechanical equipment 
should be established by the company commander and pubHshed 



Composition and Organization of a Supply Train 47 

in a company order, so that each member of the company shall 
be thoroughly familiar therewith. 

The general practice is to make each truck driver responsible 
for the operation, repair and upkeep of the truck and equip- 
ment, as well as all other property, assigned him. The extent 
of the repairs that he should be required to make depends much 
on the ability of the personnel. In general, however, this will 
extend to what are classified as minor repairs, not requiring 
a more extensive mechanical knowledge than is possessed by 
the ordinary chauffeur. Work on the motor and ignition system 
is under the direct supervision and orders of the chief mechanic. 
Aside from this, it is better to determine the proficiency of the 
individual driver or chief of section, before letting any repair, 
except the most simple, be performed by them. Beware of the 
work done by "amateur experts." 

The trucks of each section are under the direct supervision 
of the Chief of Section, who is held responsible for their up- 
keep and repairs. Likewise, the Chief Mechanic, assisted by 
other mechanics, has general supervision over the mechanism 
of the truck equipment, as well as the detailed repair work 
devolving on them. 



CHAPTER III 

THE ADMINISTRATION OF A MOTOR TRUCK 
COMPANY 

With the Duties of Officers and Non-Commissioned Officers 

Part 1 

DUTIES OF COMPANY COMMANDER 

(See Q. M. Manual 3287) 

He is responsible for everything connected with the operation 
and maintenance of his company. He should bear constantly 
in mind that his company is a transport organ, in the service 
of the United States, and in making all decisions on a course 
of action he should realize that his mission is determined by 
that fact. In addition to seeing that all memibers of his com- 
mand properly perform their duties, the following points are 
noted that call for special attention on his part. 

(A) Prevent speeding of trucks. Speeding is destructive 
to trucks' mechanism and it is a practise very difficult to prevent, 
and extremely conducive to accident, and markedly destructive 
to discipline. Punish all violations with heavy hand. Trucks 
are built for strength, not speed. 

(B) See that all motor governors are properly regulated, in 
accordance to specific requirements as to motor speed laid down 
in the book of directions issued by the truck manufacturer. Seal 
these governors and keep the sealing tool in your personal pos- 
session. Allow no seal to be broken without your express 
authority and severely punish any man who tampers with the 
seal. This practice of opening up governors is a common one, 
and very hard to stop. But it is very destructive to motors by 
permitting them to run at excessive speed. 

(C) Keep accurate check on gasoline and lubricating sup- 
plies. It is a great practice to use gasoline for many other things 
except fuel, and there is a great temptation to dispose of the 
same unlawfully. The gasoline supply should be under the im- 
mediate supervision of a designated man, who should make care- 
ful record of all issues. Check warehouse or quartermaster's 
receipt against record of issue of this man, as well as record 
of consumption as taken from drivers reports. Be careful in 
the minute details of proper handling, and you will not be 
troubled by the larger details. This care of property extends 
to all equipment. Take individual checks of the equipment at 
frequent intervals, to assure not only that your equipment is 
complete, but also detect carelessness or theft. Remember that 
automobile and motor parts are high priced and extremely sal- 

49 



50 The Administration of a Motor Truck Company 

able, and if some of your men realize that your supervision is 
lax, they will sell your trucks from under your nose. 

(D) Do not allow a cut-out to be used, and keep mufflers 
repaired and in working order at all times. The cut-out gives 
less than one per cent more power. The noise made when 
the cut-out is open, or muffler not properly working is a nuisance 
to everybody, and in addition, the exhaust of gases striking 
the roadway direct raises excessive clouds of dust. This is 
another practice with chauffeurs, which must be severely pun- 
ished in order to stop. 

(E) Do not allow motors to run while trucks are at rest 
longer than a period of one minute. This is common practice and 
hand to stop. Drivers object to the sometimes difficult work of 
cranking the motor, and will avoid doing it whenever possible. 
This practice in addition to wasting gasoline, may lead to a 
serious result when company is operating in field service. 

(F) Always remember that your motto should be "Service 
First." Don't lose sight of the mission of your company by 
getting too much interested in the working of the trucks' me- 
chanism. 

(G) Details of the upkeep and repair of truck mechanism will 
be found in instruction books issued by manufacturers. The pub- 
lication will be studied carefully and ample number of copies al- 
ways kept on hand in the company for reference. The book will 
give full details with diagrams of all parts of the truck mechan- 
ism. It is written by the maker of the truck, and forms tlie most 
authoritative set of instructions thereto. It is incumbent on 
the company commander to be thoroughly familiar with prin- 
ciples of the mechanism of the truck, and to see that the en- 
listed personnel is properly instructed concerning them, and that 
they are properly enforced. In order to assure this, it is neces- 
sary to make periodical inspections of all parts of the me- 
chanism, as well as other equipment. 

The company commander will be rigidly checked up in this 
respect, for General Orders of the War Department (G. O., 139, 
1917) require division commanders to see that regulations for 
motor transportation are rigidly followed out by all units of 
this branch of the service within the division. The order reads 
in part: 

"While it is not intended to restrict the control of com- 
manding officers or subordinate tactical units over the 
vehicles assigned to them for military purposes, it is con- 
sidered necessary for their preservation and continuance _ in 
service to exercise a central control over the mechanical 
operation and adjustment of all machines and to provide 
regular inspection of the condition of these vehicles. Ex- 
cept in cases of evident military emergency, automobiles and 
motor trucks will never be loaded to more than their rated 
capacity. Motorcycles with side cars will not be subjected to 



The Administration of a Motor Truck Company 51 

a greater load than 500 pounds, and no part of the load will be 
attached to the frame of the motorcycle or side car except that 
two rifles may be carried in boots secured to the handlebars 
and front forks of the motorcycle. The commanding officer of 
each organization to which motor transportation is assigned 
will be held responsible for the prevention of the use of these 
vehicles for purposes other than the performance of military 
duty." 

Part 2 
DUTIES OF THE TRUCKMASTER 

1. The duties of the truckmaster, are to see that all chauf- 
feurs, cyclists, or other employees are thoroughly instructed in 
their duties and are competent to perform all the duties develop- 
ing upon them in connection with the motor company. And 
under the company commander, has immediate charge of all 
work, operation, and matters of discipline and administration 
pertaining to the company. 

2. He will see that all noncommissioned officers know and pro- 
perly perform their duties, and will habitually give his orders 
to each section through his section leader. And will be res- 
ponsible for the appearance of the vehicles under his charge. 

3. His duties are analogous to those of a First Sergeant, 
and all communications to the company commander should go 
through him. 

4. He will require chauffeurs or cyclists to maintain super- 
vision over the care of the vehicles and property, including the 
loads, and will hold them strictly responsible therefor. 

5. He will be the truck dispatcher and will know"^ at all 
times the number of trucks in the park, out of work, and laid up, 

6. The truckmaster will report every evening to the Com- 
pany Commander for instructions for the next day's travel and 
will have the company ready promptly at the specified time. 

7. Should a chauffeur or cyclist desire a leave of absence, 
he should be required to make his application through his truck- 
master and assistant truckmaster, giving his name, position and 
necessity for leave. And in the First Sergeant's absence his 
duties fall to the senior truckmaster present, or to the non- 
commissioned officer in charge of quarters in the absence of the 
assistant truckmasters. 

8. He is the First Sergeant and executive of the company 
and should be addressed and referred to as the First Sergeant. 
He shall report all violations, and neglect of duty to his Com- 
pany Commander. ' 

9. He should be a man chosen for his administration and 
executive ability, his efficiency in handling men and for his me- 
chanical knowledge. The chief mechanic may well be chosen 
for his ability as a mechanic, irrespective of his ability to han- 



52 The Administration of a Motor Truck Company 

dling men. But the First Sergeant should be a man of force, 
as his prime duty is to maintain proper discipline for the efficient 
operation of the company. 

Part 3 
DUTIES OF ASSISTANT TRUCKMASTERS 

1. The assistant truckmasters are assistants of the First 
Sergeant in all matters pertaining to the company. Each as- 
sistant truckmaster is responsible for the discipline and all 
instructions, and all other matters pertaining to his section ; 
for operation, repair and upkeep of the equipment assigned 
thereto. 

2. Trucks requiring the attention of a mechanic will be laid 
off work and a report will be made to the First Sergeant. 

3. The assistant truckmaster when on detached service with 
a section of trucks will be responsible for, and perform all the 
duties ordinarily required of, the truckmaster. 

4. He is the intermediary between the men of his company 
or section and the truckmaster or Company Commander. His 
supervision extends to all the details connected with his sec- 
tion, including police and sanitation of tents, seeing that men 
are properly equipped with necessary articles, including cloth- 
ing, etc. All orders for his section, either for the personnel 
or equipment, should be given to him. 

5. He should examine all trucks on return from work and 
see that drivers have made thorough inspection, taken proper 
care of same and that proper repairs are made, making a rec- 
ord of all repair parts used. He will see that upon the return 
of a truck from work it is in good condition for a maximum 
trip, filled with oil, gasoline, etc. However, if arrival at camp 
is late at night inspection and repairs may be deferred until 
morning. H repairs needed are such that they cannot be easily 
made in the time available, the fact will be reported to the com- 
pany commander, who will issue orders to cover the case. 

6. He should assure himself that his section is in proper 
condition at all times, by making regular and systematic inspec- 
tion of his men and equipment at stated periods, which should 
be at least every ten days, and a report made on form similar 
to that shown below. These inspections should be checked fre- 
quently by the company commander. In his absence, for any 
cause, an acting Chief of Section should be designated to per- 
form his duties. 

CO. "A," 301ST SUPPLY TRAIN 

Inspection Report 

Inspected by Date 

Car number Total registered miles 



The Administration of a Motor Truck Company 53 

Engine 

Condition found Condition left 

Oil pan cleaned Valve tappet adjustment 

Oil screen cleaned Noise 

Oil srange registers Nuts and bolts 

Oil leaks Bolts to frame 

Governors oiled Compression 



Fuel and Carburetor Systems 

Connections Float chamber . . . 

Idling condition Carburetor action 

Pressure system Pressure gauge . . 



Ignition Systems 

Batteries : Test Sp. Gr Magneto 

^Viring Mag. Lubrication 

Spark lever action Spark plugs 



Cooling System 



Radiator Connections 

Gaskets Couplings . 

Packing glands Fan 

Pump Action Fan Belt . . 



Clutch 

Fngagement Thrust bearing 

Brake action Lubrication . . 



Gear Set, Driving Shaft and Diflferential 

Control Bolts on frame 

Noisy Universal joints . . . . 

Oil leaks Lubrication 



Control System 

Lost motion Service brake . . . . 

Foot pedals Emergency brake 

Running Gear and Frame 

Condition of tires Wheel alignment 

Wheels Grease boots . . . . 

Springs Steering gear 

Spring bangers Chain adjusted ., 

Spring shackles Distance rods . . . , 

Rivets loose Radius rods 

Lubrication Nuts all cottered 



54 The Administration of a Motor Truck Company 
Lighting System 

Working order Side lights 

Headlights Tail lights 

Presto-lite tank, condition 



Body 

U. Bolts Sides .. 

Bed Tailgate 

Bows Cover . 

Tool kit, complete , 

Equipment complete 



Part 4 

DUTIES OF THE CHIEF MECHANIC AND HIS 
ASSISTANTS 

1. The Chief Mechanic is assisted by two assistant mechan- 
ics, and is responsible directly to the truckmaster. He is gen- 
erally responsible for the making of proper repairs of the 
company. 

2. He is in charge of the repair truck and tools and equip- 
ment pertaining thereto, and will keep a record of all spare 
parts and supplies issued and the cost thereof. He should sign 
for tools and equipment and issue it to assistant mechanics for 
proper receipt. He should be held responsible that his equip- 
ment is properly kept up, and that any shortages, by damages, 
loss, etc., are properly made up. 

3. He should see that the assistant mechanics are properly 
qualified and should instruct them in their work. 

4. It shall be the duty of the mechanic, assisted by the chauf- 
feurs, to make all repairs and important adjustments of parts 
on all vehicles in his company while on the road. He will be 
held responsible for the examination of the physical condition 
of all vehicles and will be required to keep an accurate record, 
showing at all times the exact condition of all parts of each 
vehicle in his company. He shall also keep a record of all 
repairs made to vehicles. This record shall describe in detail 
each particular repair, the condition of part and vehicle after 
each repair period, the time necessary to make repairs, and the 
total length of time the vehicle was out of service, from time 
defect was observed until the time the vehicle was again placed 
in service. 

5. The mechanic will report to the truckmaster at the end 
of each day's work the particular supplies and parts that were 
used during the day, and also a complete list of all supplies and 
parts needed to fill the list of stock to be kept on hand. 

6. The mechanic shall also keep the truckmaster informed 



The Administration of a Motor Truck Company 55 

regarding the condition of all vehicles in his company and the 
estimated time required to finish the necessary repairs to each 
disabled or defective vehicle, and v^fill recommend vehicles to 
be turned into the shop for repairs when their state of repair 
is beyond the facilities accompanying the company. 

7. He shall promptly report any accident to an assistant 
truckmaster or truckmaster, giving complete details as to the 
cause of accident and estimated time, material and parts neces- 
sary to make repairs and place vehicle in serviceable condition. 

8. It shall also be the duty of the mechanic to give assistance 
in the packing or loading of vehicles, or any other duty assigned 
him, when his services are not required in connection with the 
repair or adjustment of vehicles. 

9. While travelling he shall keep watch on all vehicles in 
the company and shall report any vehicle that needs attention, 
and also will call the attention of chauffeurs or cyclists to any 
condition affecting the operation of the vehicle, such as lubrica- 
tion, minor adjustments, repairs or improper loading, and he 
shall also report such conditions to the assistant truckmaster. 
To enable him to ascertain the condition of the vehicle (Carsor 
trucks) he should make a practice of riding on each vehicle in 
succession. 

10. It shall also be the duty of the mechanic to inspect the 
wheels, axles, spindles and steering gear connections and main- 
tain same in proper adjustment and alignment in order to 
prevent undue wear on the tires. 

11. It shall be the duty of the mechanic to carefully study 
and become familiar with the book of instructions issued by 
the manufacturer of the vehicles which he has in charge, and 
must become throughly familiar with all detail of construction 
and all instructions in reference to the proper care of the 
vehicles, except those that are required to be performed by the 
chauffeur in accordance with these regulations. 

12. All valves should be carefully examined and thoroughly 
ground to a gas-tight at least once in every three months. 
Care must be taken that not the least particle of grinding 
compound remains in the cylinders or clearance space after the 

• grinding has been completed. 

13. It shall be the duty of the mechanic to do all the cleaning 
and adjusting of all gears connected with the vehicle. The 
adjustment of gears should not be attempted by the chauffeurs. 

14. After every 1,000 miles of travel of the truck or motor 
car, remove each wheel, both front and rear. Remove all 
grease and clean all bearings, spindles, shafts, rollers or balls, 
and inside hubs with kerosene and repack hubs and bearings 
with clean grease. Replace wheels and properly adjust bearings. 
Care must be taken that bearings are not adjusted too tightly, 
but still not loose enough to permit slapping of the wheels. 



56 The Administration of a Motor Truck Company 

15. Tools should be coated with oil to prevent rusting and 
then should be securely locked up. 

Part 5 

DUTIES OF THE COMPANY CLERK 

1. He has charge of all records, reports and correspondence of 
the company. He will notify members of the company as to 
orders and instructions received, and call upon them for pre- 
scribed reports. Other duties are prescribed by the company 
commander according to local conditions. He will check up 
all tools at least once a month. Record time trucks are laid up 
fqr repairs. 

Part 6 

DUTIES OF THE MESS SERGEANT 

1. He has direct charge of the mess hall, kitchen, and all 
dealings pertaining thereto, including supervision of the cooks or 
other men working therein. He draws rations, sees that kitchen, 
mess hall, and premises are properly cared for. He makes up 
the daily bill of fare, noting thereon all articles used from the 
store-room, and the cost thereof, thus keeping track of the daily 
savings or shortage on the mess. He keeps up the Daily Mess 
Statement, wliich is an accurate account of stock on hand, and 
its value, and of daily purchases. His authority to contract 
debts or expend money should be carefully Watched and 
checked by company commander personally. The company 
commander should also check up the ration return and Form 
223 in regard to matches, soap, and toilet paper. The soap 
allowance is 0.64 ounces per ration or 4 lbs. to 100 rations. 
The toilet paper allowance is 1000 sheets for each 60 rations. 
The match allowance for lighting fires is as many as the 
commanding officer deems necessary. The flour allowance for 
paste to be used in target practice is 50 lbs. per company each 
season. 

MESSING 

(See Manual for Army Cooks, 1917) 

Essentials for Good Mess. — The first essential to a good 
organization being a good mess serving bounteous, well cooked 
and wholesome food, company commanders will give their per- 
sonal attention to the rationing and messing of their organiza- 
tions. While the Mess Sergeant should be allowed considerable 
latitude, he should at the same time be required to constantly 
advise with his company commander as to the best means of 
maintaining a first-class mess. It frequently happens that the 
Mess Sergeant fails to allow for the changes in the number 
of men he feeds during the month and bases his expenditures 
on his ration allowance computed by the Quartermaster from 



The Administration of a Motor Truck Company 57 

his last ration return. For this reason, the mess should be 
run on a daily cash basis, computed from the strength of the 
organization present each day as shown by the morning report. 

Mess Records. — (a) The Mess Sergeant will prepare all bills 
of fare and submit them to the company commander for ap- 
proval. The bill of fare should be figured one day ahead, and 
in doing this the ingredients to be used in the various dishes 
for each meal should be set down on a memorandum pad, and 
an accurate record of the value of articles used kept. 

(b) He also submits to the company commander a daily 
statement showing the exact financial condition of the mess. 
This statement includes receipts from all sources from the first 
of the month, the credit with the Quartermaster, value of stock 
on hand, the allowance from the company fund, if any, and a 
detailed report of the expenditures. 

(c) A balance will be daily struck which clearly shows 
whether the stock on hand, the credit with the Quartermaster 
and the unexpended cash are sufficient for running the mess 
for the number of days remaining in the ration period. 

(d) The organization commander will give particular atten- 
tion to the beef and flour components which, taken together, 
amount to more than one-half the value of the ration. Beef, 
especially, is the foundation of the ration, and carelessness in 
handling of this component will soon put an organization in 
debt while, by careful selection of such low-priced meats as 
liver, beef hearts, sausage, together with high-priced meats as 
pork, fish, chicken etc., an average price will result which will 
secure a satisfactory variety while keeping within the limits of 
the ration. 

Expensive Foods. — The mistake is often made of purchasing 
expensive varieties of food when cheaper ones will answer the 
purpose just as well. The plain, substantial, standard food 
materials are as digestible and nourishing as more expensive 
articles. 

Perishable Foods. — Food that is liable to deteriorate should 
not be purchased in large quantities. In purchasing perishable 
articles, such as green onions, lettuce, etc., a supply for only 
one meal should be bought. 

Serving Meals. — A meal, however well prepared must be 
properly served to give satisfaction and to prevent unnecessary 
waste. This requires a system by which everything is brought 
on the table hot or cold, as intended. The table must be set 
with care and kept scrupulously clean. Good order in the dining 
room and proper conduct at the table are directly influenced by 
the care with which arrangements are made for the reception 
of the men. 



58 The Administration of a Motor Truck Company 

Cleanliness. — Scrupulous cleanliness will always be ob- 
served in handling and serving the food. Cleanliness consists 
not only in the personal cleanliness of cooks and kitchen police, 
but also in the cleanliness of the kitchen, kitchen equipment and 
cooking utensils. This cleanliness will not be maintained by 
the organization itself and consequently becomes a direct duty 
of the company commander. The prevention of waste and the 
proper use of left-over food is the secret of success in company 
kitchens. It should be regarded as a breach of discipline for 
a man to leave a plate of unconsumed food, and service should 
be so regulated that immediate report is made to the company 
commander of such an incident. 

Flies. — Constant and unceasing effort must be made to rid 
the. mess halls and kitchens of flies. At least ten fly swatters 
should be purchased from the company fund and a detail made 
before each meal to swat flies. In addition, cooks should be 
required to burn out flies by the use of waste paper, torches, 
etc., this to be done in early morning while flies are still slug- 
gish and cold. 

Cooking on the March. — On the march there is little time 
in the morning for the preparation of breakfast and no attempt 
should be made to have a great variety of food. A few com- 
ponents, good and substantial, including plenty of hot coffee, 
should be provided. 

Upon arrival in camp, it is necessary to provide a quick meal 
as the men are usually tired and hungry. It is an excellent 
practice to provide an improvised fireless cooker, by whicli 
means a hot meal can be quickly served. While the organiza- 
tion is making camp and attending to the necessary camp 
details, the cooks have ample time to prepare the main meal 
of the day, which is usually served late in the afternoon. For 
this reason, the kitchen car should lead the train. 

Part 7 
DUTIES OF THE CHAUFFEUR 

(A) It shall be the duty of the chauff'eur to carefully study 
and become familiar with the manufacturer's book of instruc- 
tions of the vehicle which he is operating, and he must become 
thoroughly familiar with all details of construction and must 
carefully carry out all instructions in reference to the proper care 
and operation of the vehicle, except those which are required to 
be performed by the mechanic, in accordance with these regula- 
tions. 

(B) The chauffeur shall assist in the loading and unloading 
of the truck and shall direct the placing and distribution of the 
load on the truck. He shall be held accountable for the proper 
loading and transportation of all material or supplies of which 
the load may consist. Inattention to the loads or permitting 
any part of same to fall off the truck will be considered 



The Administration of a Motor Truck Company 59 

cause for disciplinary action. Before vehicles are parked for the 
night the gasoline, cooling water, cylinder oil, gear oil, and 
gear grease must be completely replenished and the entire truck 
carefully examined. If darkness intervenes, the filling of gas- 
oline tank will be done in the darkness or electric lights will 
be used. All minor repairs or adjustments which are found 
necessary will be completed at once by the chauffeur, and the 
entire vehicle again carefully examined the following morning. 
All important repairs or adjustments which are found necessary 
and which must be done by the mechanic, shall be reported at 
the time the vehicles are parked, to the assistant truckmaster who 
is in charge of his section. The chauffeur shall assist the 
mechanic in all repairs and adjustments to his truck. He keeps 
his truck and its equipment clean and in proper repair and 
working order. In order to do this, he utilizes his spare time 
while not on duty and does not wait until his truck reaches 
the park to do all the minor work required thereon. He should 
be especially cautioned to attend to the proper lubrication of 
all parts of truck mechanism, and to promptly report any defects 
noted or repair needed. In transporting supplies, he will see 
that the truck is not overloaded except on the direct order of 
a commissioned officer. Should the truck be overloaded, he will 
report the circumstances to the truckmaster at once. He will 
also make a report of the distance traveled with each load and 
the distance his truck ran with no load, also the total mileage 
for each day. He will make a record of the amounts and kinds 
of supplies at the time they are used, of all washings and polish- 
ings and general cleanings of all parts of the vehicle, the com- 
plete lubrication of all parts of the engine, the filling of grease 
cups, and the replenishing of all oil and grease in working parts, 
cleaning, trimming wicks, and filling of oil lamps, the examina- 
tion every day of both service and emergency brakes, the filling 
of storage battery with distilled water and the testing of solution 
with battery hydrometer, the care and repair of spark plugs, the 
draining of water and dirt from settling chambers of strainers 
in gasoline tank or gasoline pipe line. 

(C) The chaufifeur should be required to wear proper uniform 
and be properly dressed when driving. He should be required 
to carry with him at all times a suit of fatigue clothes and avoid 
excessive clothing issues. 

(D) The recording of the total mileage travelled daily. 

(E) The recording of the amount in gallons of gasoline con- 
sumed each day, and the recording of the amounts and kinds of 
other supplies at the time they are used. 

(F) The reporting of all defects which cannot readily be 
repaired by the chaufifeur himself. 

(G) The washing, polishing, and general cleaning of all parts 
of the vehicle. 

(H) The complete lubrication of all working parts, including 



60 The Administration of a Motor Truck Company 

the proper lubrication of all parts of the engine, the filling of 
grease cups, and the replenishing of oil or grease in all gears 
or bearings. 

(I) Cleaning, trimming wicks, and filling of oil lamps. 

(J) The examination, every day, of both service and emer- 
gency brakes. 

(K) The filling of storage battery with distilled water, and 
the testing of solution with battery hydrometer. 

(L) The care and repair of spark plugs. 

(M) The draining of water and dirt from settling chambers 
or strainers in gasoline tank or gasoline pipe line. 

(N) Keep all parts of vehicles clean. Dirt contains grit 
which cuts bearings and all moving parts. Mere external wash- 
ing or hosing will not do. Dirt must be removed, scraped off 
if necessary. 

(O) Lubrication is by far the most important detail per- 
taining to the care and operation of the vehicles and must be 
diligently attended to. Without lubrication, disastrous results 
are sure to follow, and the chauffeurs will be held strictly re- 
sponsible for such neglect of duty. 

(P) It shall be the duty of the chauffeur to provide for 
the complete lubrication of the transmission and differential, 
at all times. A good quality of gear oil should be added to 
both the transmission case and differential case, at least every 
500 miles. At least every 2,000 miles, the oil should be com- 
pletely drained from the transmission case and differential case, 
the case and parts thoroughly cleaned with kerosene, permitting 
the kerosene to finally drain completely from the case, and the 
case replenished with a fresh supply of gear oil. The gear 
oil should at all times be maintained at the proper level in 
the transmission case and differential case. 

(Q) All grease cups should be given attention daily. Each 
cup should be screwed down until grease begins to enter bear- 
ings, and the cup refilled if the grease has become exhausted. 

(R) The oil reservoir in crank case of engine should be 
refilled with cylinder oil each day and adequate means taken 
to insure that the oil is at the proper level. 

(S) Once a month the engine should be cleaned by draining 
all lubricating oil from the crank-case and oil pipes, the plug 
replaced, the crank-case connections and oil-pump flushed with 
kerosene, and after turning the engine over a few times by 
hand, the kerosene should be thoroughly drained from the 
engine, the drain-plug replaced and the crank-case replenished 
with a fresh supply of cylinder oil. At the time the engine 
crank-case is being cleaned with kerosene a couple of ounces 
of kerosene should be placed in each cylinder through the 
priming cups, and the engine turned over a few times by hand. 
Also the oil pump should be carefully cleaned and all dirt, lint, 



The Adrunistration of a Motor Truck Company 



61 



or sediment removed from the screen at the oilpump. Care 
should be taken that no lint, waste or other foreign matter be 
permitted to enter the crank-case or oil connections after they 
have been cleaned. 

(T) Once a week a few tablespoonfuls of kerosene should be 
injected through the carburetor intake pipe while the engine 
it running and thoroughly hot, in order to assist in the removal 
of carbon. After the injection of kerosene, the engine should 
be permitted to run until the smoke due to the injection of 
kerosene has entirely disappeared. 

(U) The radiator, water-jackets of engine, water pumps and 
connections, should be completely drained of water at frequent 
intervals; the radiator, jackets, and circulating pipe thoroughly 
cleaned by flushing with clean water, which should be permitted 
to drain out and the cooling system should then be filled with a 
fresh supply of clean water. Care must be taken that no foreign 
matter is permitted to enter the cooling system with the water. 
The fan-belt should be examined at frequent intervals, making 
sure that the belt is not too tight. The belt should be sufficiently 
loose to permit it to slip to a small extent when the engine is 
running at high speed or is accelerating rapidly and suddenly. 

(V) The radiator and cooling system should always be com- 
pletely filled with clean water. The amount of water in the cool- 
ing system should be determined morning and evening and dur- 
ing the day's run if considered advisable. If the radiator at any 
time becomes overheated, the reason for such a condition should 
at once be determined and the difficulty immediately corrected, 
or reported to the assistant truck-master as soon as practicable. 

(W) In winter, freezing of the water in the cooling system 
should be prevented by the use of denatured or wood alcohol. 
Sufficient alcohol should be used in the cooling system to prevent 
freezing under the lowest temperature conditions. The amount 
of alcohol necessary to prevent freezing at different tempera- 
tures is given below. 



Alcohol by 
volume. 


Freezing 
Temperature 


Alcohol by 
volume. 


Freezing 
Temperature 


Per cent. | Degrees F. | Per cent. | Degrees F. | 


10 
20 
30 
35 


i 

25 

13 40 —20 

—2 47 —30 

—12 55 -^0 



(X) The alcohol referred to in the above table is 95% de- 
natured alcohol or 95% wood alcohol. 

(Y) The use of calcium chloride or any alkaline solution, or 
any patented anti-freezing solution is prohibited. 



62 The Administration of a Motor Truck Company 

(Z) Additional alcohol should be put in the cooling system 
at such times as required, as may be determined by the frequent 
use of the freeze meter, which will be part of the equipment of 
each truck and motor car. 

(A.B.) The motor truck chauffeur shall at all times drive the 
truck at the proper maximum speed, to prevent undue wear and 
vibration of the truck. The chauffeur must exercise proper 
judgment as to the maximum allowable speed under different 
conditions, the speed depending on the load and the condition 
of the roads. The speed of the truck shall at no time be faster 
than the maximum rate of speed recommended by the manu- 
facturers. 

Recapitulation of work to be done daily 

Fill gasoline tank, straining gasoline through a closely woven 
cloth. The use of a chamois for straining is prohibited, because 
of the danger of generating static electricity and exploding the 
gasoline. Always stop the engine and extinguish all lights, before 
filling the tank. 

Fill the oil reservoir and make sure that the oil guage is indicat- 
ing the proper level. 

Fill the radiator with clean water, taking care that no foreign 
substances enter with the water and clog the tubes. 

Fill, clean, and trim oil lamps, using kerosene. 

Inspect the vehicle carefully, and test all important nuts and 
bolts by tightening wMth a wrench. Make note of all squeaky or 
rattling parts, tightening on nuts, and lubricating various parts 
until squeaks and rattling noises are eliminated. 

Examine tires at the end of the day's work for defects or 
damage, and again in the morning before entering on the day's 
work. 

The chauffeur will be held responsible for the cleanliness of 
the motor and the brass work. 

All chauffeurs will report to the truckmaster, or the designated 
assistant, at the end of the day's work, that the above duty has 
been performed. 

All chauffeurs will report to the assistant truckmaster one 
hour before starting time. 

Part 8 

DUTIES OF NON-COMMISSIONED OFFICERS IN 
CHARGE OF PROPERTY 

There is no supply sergeant allowed in a Supply Train Motor 
Truck Company according to the latest tables of organization, 
but the large amount of property which such a company has, 
in addition to the regular issue of quartermaster and ordnance 



The Administration of a Motor Truck Company 63 

property to individuals, makes it imperative that a reliable non- 
commissioned officer be detailed for the duties of a supply ser- 
geant. He is habitually known as the non-commissioned officer 
in charge of property. 

He is responsible for all supplies and equipment not actually 
issued to individuals, equipment and supplies except subsistence, 
and will keep necessary reports and return of same. He is 
however, responsible that all issued property is properly receipted 
for by the persons responsible. He keeps the store room 
clean and in proper order and should have a list up to date of 
all property and disposition of same. All dealings with the 
Quartermaster or Supply Officer, not requiring the personal 
intervention of the Company Commander, should be carried 
on by him. 

Spare parts will be issued to the sergeant mechanic only, and an 
accurate record will be kept of such issue. 

Part 9 

DUTIES OF THE MESSENGER 

The messenger is at the immediate service of the company 
commander, to perform such duties as his name implies. He 
habitually drives the company commander's car. He carries a 
set of signal flags, and must be proficient in both Semaphore 
and Wig-Wag signalling. 

Part 10 

DUTIES OF THE MEMBERS OF THE HEAD- 
QUARTERS COMPANY 

The duties of the supply officer are those of a supply officer 
for the whole train. He is accountable for all property of the 
train, including that of the truck companies. He will issue prop- 
erty to the company commanders on memorandum receipt. On 
request of company commanders he prepares proper requisitions 
for property, parts, accessories, stores, and rations. He will 
ordinarily ride in the touring car with the commanding officer. 

The duties of the adjutant are no different from those of any 
battalion or regimental adjutant. He will ordinarily ride in 
the touring car with the commanding officer. 

Of the two quartermaster sergeants, one will act as chief 
clerk and sergeant major, administrative; the other will be prop- 
erty sergeant. They will ordinarily ride on the truck. 

The sergeant, first class, will be clerk and stenographer for 
supply train headquarters. 

The two sergeants are expert typewriter repairmen, for duty 
as directed by the division quartermaster. 

One corporal chauffeur will be assigned to the touring car. 



64 The Aiiministration of a Motor Truck Company 

another to the baggage and ration truck, and a third will act 
as a statistical clerk. 

The cook is the steward of the train officers' mess. 

The private, 1st class, will be assigned to drive the motor- 
cycle, will act as messenger and orderly, and perform such other 
duties as the commanding officer may prescribe. 

The privates act as relief drivers and such other duties as may 
be prescribed. Two especially may be detailed to assist the 
property sergeant as needed. One will assist the cook in charge 
of the officers' mess. The privates will usually ride on the truck. 



CHAPTER IV 

RECORDS AND BLANK FORMS 

(A.R. No. 280 and 281) 

The records of a truck company pertain to personnel, property 
and operation. 

Personnel Records. — These are the same as those for a 
troop, battery, or company. 

Property Records. — Each company keeps its own property 
account, which includes an ordnance and a Quartermaster 
return. 

Truck Operation Records, — These include reports of opera- 
tion of truck companies, cost reports and reports of change or 
condition of motor material. 

Miscellaneous Records. — In addition to the above, the 
records and publications shown in Table 7, Part II should be 
procured and kept by each truck company. 

Part 1 

Records of Personnel 

The attention of Company Commander is directed to the im- 
perative necessity each is under of giving personal attention to 
securing absolute accuracy and completeness in all : 

(a) Entries on service records. 

(b) Entries on muster and pay rolls. 

(c) Entries of clothing, requisition, issued and charged to 
signatures, initials and correct charges. 

(d) Entries of sizes of all items of clothing, particularly 
shoes, the fitting of all items to be done under the personal 
supervision of said officers. 

In order to facilitate the handling of official communications 
bearing on the subjects of furloughs, transfers, discharges and 
changes of name, the following is published for strict compliance 
by all concerned : 

Furloughs 

The applicant should state : 

(a) Date furlough is to take effect. 

(b) Reason for desiring furlough. 

(c) Point where applicant desires to go. 

(d) Statement of service. 

(e) Furloughs, if any, during present and immediately preced- 
ing enlistment period, giving dates. 

65 



66 Recokds and Blank Forms 

The endorsement of the Company Commander should state : 

(a) Approval or disapproval. 

(b) Full name of soldier. 

(c) Whether the statements of the applicant are correct. 

(d) If he has sufficient funds to defray his expenses, including 
return to his station. 

(e) Character of applicant. 

(f) Number of enlisted men on furlough from organization 
including pending applications. 

(g) Enlisted strength of organization. 

(h) Whether applicant is on special duty, and, if so, its 
nature. 

(i) Whether the applicant is indebted to the U. S. 

Promotions 

Applications for promotion will be submitted in triplicate to the 
Department Commander through Military Channels, the original 
copy being prepared in the handwriting of the applicant. Appli- 
cant should state : 

(a) Date and place of birth. 

(b) Present grade. 

(c) Educational advantages. 

(d) Whether single or married. 

(e) A statement of his enlistments and re-enlistments. 

(f) Whether he has ever been a non-commissioned officer. 
If so, details of grade, time, and organization in which held. 

(g) A statement of his experience in the position sought. 

(h) Whether ever reduced in grade, or court-martialed: if 
so, details. 

The certificate of a medical officer showing whether the 
applicant is physically suited to perform the duties incident 
to the position sought, will be enclosed. 

The indorsement of the Company Commander will state : 

(a) Approval or disapproval. 

(b) Whether the statements of the applicant are correct. 

(c) General remarks for fitness for position sought. 

Transfers 

The applicant should state : 

(a) Organization and station to wliich he desires transfer. 

(b) Reason for desiring transfer, which must be good and 
sufficient. 

(c) Complete statement of service, including date of current 
enlistment and character on discharges from prior enlistments. 



Records and Blank Forms 67 

(d) Conjugal condition. 

(e) That he has the necessary funds and is willing to defray 
the expenses involved, if transfer is granted. 

The indorsement of the Company Commander should state; 

(a) Approval or disapproval. 

(b) Full name of soldier. 

(c) Whether the statements of the applicant are correct. 

(d) Character of applicant. 

(e) Whether the applicant is indebted to the United States. 

(f) Physical condition. 

(g) Whether applicant has sufficient funds to defray expenses 
of transfer. 

(h) Court martial record; if reduced during current enlist- 
ment, give reason. 

(i) Strength of organization. 

In all cases application for transfer from one organization to 
another within the department will be submitted to all command- 
ing officers concerned before being forwarded to headquarters 
for final action. 

DISCHARGE ON ACCOUNT OF DEPENDENT 
RELATIVES 

Applications for discharge on account of dependent relatives 
must originate with the soldier himself and contain the follow- 
ing information : 

(a) Reason for desiring discharge. 

(b) Post Office address of dependent relatives, including street 
and number of house. 

(c) Statement of Service. 

(d) Statement of accounts. 

(e) Conjugal condition. If married, documentary evidence 
of such marriage, giving date of same. 

(f) An affidavit from one or more relatives of soldier, and 
similar affidavits from at least two persons not relatives, giving 
information as to reasons why soldier should be discharged from 
the service. 

The indorsement of the Company Commander should state : 

(a) Approval or disapproval. 

(b) Full name of soldier. 

(c) Whether the statements of the soldier are correct. 

(d) Character of applicant. 

(e) Remarks. 



68 Records and Blank Forms 

Before forwarding requests of this nature, organization com- 
manders should investigate the statements submitted with the 
application, by correspondence with the recruiting officer at or 
near the place of residence of dependent relatives, if there be 
one in that vicinity: if not, the postmaster at the place should 
be interrogated as to the condition alleged and the report of 
such investigation forwarded with application. 

Name, Change of. — Before requests for change of name 
will receive consideration by the War Department, the appli- 
cant will be required to submit his sworn statement prepared 
and signed by him in his present name, setting forth his alleged 
^correct name and the circumstances under which he enlisted 
under the assumed name. He should also submit the duly 
executed affidavits of his parents or other near relatives with 
respect to his correct name, and the affidavit of at least two 
persons, not relatives of the soldier, to the same effect. If 
there is a public record, either birth or baptismal, showing his 
correct name, a certified copy of, or transcript from, that record 
should be obtained and forwarded. 

Service Record. — (Form No. 29 A.G.O.) will be prepared in 
the case of each member of the company, whether enlisted or 
civilian. On this S/R will be entered all data necessary for 
a complete record. The same care will be exercised in keeping 
this record complete for civilian employees as for enlisted men. 
This record follows a man whenever he is transferred. Blank 
Spaces must be initialed as provided in Instruction 12 on Service 
Record. See Cir. 12 W. D. 1910, as to erasures; G. O. W. D. 
1915, as to typhoid immunization; G. O. 30 W. D. 1914, as to 
vaccination. 

The following exceptions to instructions on the Service Rec- 
ord apply in its preparation with reference to men inducted into 
the National Army. 

(a) The form for Report of Assignment in the service rec- 
ord, will be detached and destroyed in all cases in which the 
assignment is reported on the Enlistment and Assignment Card, 
and the words "Assignment reported on enlistment and assign- 
ment card" will be noted on stub of Report of Assignment in 
lieu of the date of mailing report. 

(b) When assignment is reported on the form for Report of 
Assignment in the service record, the line "Who was accepted 
for enlistment at " will be stricken out. 

(c) The line "Accepted for enlistment at " on 

page 3 of the service record, will be stricken out as it is not 
applicable to enlistment in the National Army. 

(d) If the soldier reported for military duty on the date 
and at the place specified in the notice from the local board, the 
words "Reported same date and place" will be entered on page 3 



Records and Blank Forms 69 

of service record immediately below the "Enlisted , 

191 . . , at " Otherwise, the date and 

place of reporting will be stated. 

Monthly Returns.— (Forms Nos. 30 A. G. O. and 434 
Q.M.C.) A.R. 811 and 812.— 1st day of each month. 

Muster Rolls. — (Forms Nos. 61-61a A.G.O.) Instructions 
on the form to be strictly complied with. A.R. 807. — Every two 
months start about 27 or 28th of month and complete on the 
last day. 

Record of Service. — (Form No. 174 Q.M.C.) For companies 
with civilian personnel. 

Records of Court Martial.— (Form No. 594 A.G.O.) 

Morning Reports.— (Form No. 332 A.G.O.) To be in by 
7.30 each morning. 

Sick Reports.— (Form No. 339 A.G.O.) To be completed 
and signed by 4.15 P.M. Daily. 

Duty Rosters.— (Form No. 342 A.G.O.) 

Pay Rolls.— (Forms Nos. 366-366a W.D., Q.M.C.) for en- 
listed companies. (Form No. 334-334a Q.M.C. will be used for 
civilian personnel). Rolls to be prepared in triplicate, one copy 
being retained for record. GO. 40 W.D. 1916. — To be com- 
pleted on last day of each month. 

Information for Allotment of Pay and Application for Family 
Allowance, Form IB, Bureau of War Risk Insurance, to be 
made for each soldier upon assignment. 

Application for insurance. (Form 2 A, Bureau of War Risk 
Insurance, for men in the service Oct. 6, 1917, before Feb. 12, 
1918. Others within 120 days after enlistment.) 

Qualification Record Cards. To be made out for each soldier 
on assignment. (Yellow copy retained, White copy forwarded 
at enlistment.) 

Y. M. C. A. Data Cards. To be made for each soldier on as- 
signment. (One copy retained, Two copies forwarded at enlist- 
ment.) 

Correspondence Book to be supplementc-! by a document 
tile and to be kept as indicated by inslructions contained therein. 
See Bulletin 4 W.D. 1914; also Quartermaster Manual, per 290. 

Blank Discharges and Final Statements. — (See A.R. No. 
150.) 

Records, Files and Orders, etc., to he permanently retained. 
(See A.R. Nos. 280 and 281.) 



70 



Records and Blank Forms 



RETURNS OF ENLISTED MEN, Q. M. CORPS 

Form 474 Q. M. C. 
On the first day of each month every officer commanding a 
detachment of enlisted men, Quartermaster Corps, will send a 
copy of this return to the Quartermaster General. If post or 
station at which detachment is stationed is exempted from the 
control of department commanders, return will be sent directly, 
otherwise it will be sent through the department quartermaster 
concerned. 

Return of Enlisted men. Quartermaster Corps, Station at 



Condition of the Organization a 


midnight on the iatt da; 


Of 








... 191 






1 


ABSVOT. 


Total. 


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1 














1 1 


I 1 1 










1 1 


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-- 



ALTERATIONS SINCE LAST MONTHLY RETURN. 



OAIN. 


LOSS. 1 






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Account for bo.low, by nivmo and designation, all 


alterations and changes in status. 






NAUE. 


KANK. 


DEBIONATION. 


NAME. . 


RANC 


.,SS.0NAT.OM. 















Commanding Detachment. 



Records and Blank Forms 71 

Part 2 

RECORDS OF PROPERTY 

Tlie Supply Officer must account for all property received 
on loose leaf sheets (Form 599 A. G. O.), — "Property Re- 
turn," and there must be a voucher filed against each entry. 
Account to be kept and mailed to various chiefs of bureaus 
in accordance with Par. 681-B, A. R. Articles of clothing and 
individual iness equipment, after they have been issued to 
the enlisted men, do not have to be accounted for by the 
Supply Ofiicer unless returned to him when a man is sepa- 
rated from the service, or by company commanders as 
surplus or unserviceable, and not exchanged for other arti- 
cles. (Par. 681-P, A. R.) 

A record of all property in the personal possession of the 
members of the organization will be kept on Form 637, 
A. G. O. Binders for this form and those of similar size can 
be obtained on Requisition Form 160. 

For all clothing and equipment required by individual 
enlisted men, a single individual clothing slip (Form 165, 
Q. M. C.) will be made out, in accordance with provisions of 
Pars. 1157 and 1163, A. R. 

Clothing may be issued to the enlisted men on individual 
clothing slips, or on bulk requisitions (Form 213, Q. M. C.) 
made out by the company commander. Procedure to be fol- 
lowed in the former case is indicated in Pars. 1158-1160, A. R.; 
in the latter, in Pars. 1161-1163. In the former case it will 
be necessarv to keep an abstract of clothing issued on Form 
180, Q. M. C. 

Equipment other than clothing is issued on Requisition 
Form 160, Q. M. C. Company commanders sign Memoran- 
dum Receipt for same on Form 448, A. G. O. 

For securing repTenTshment of equipment, see Par. 681-F, 
A. R. Statement of Charges, Form 602, A. G. O., will be au- 
thority to obtain equipment to replace any which has been 
lost or damaged by enlisted men. 

When property except clothing and individual mess equip- 
ment is transferred out of a company with a man, they will 
be invoiced to the man's new commanding officer on Form 
600, A. G. O. (Transfer of Property), and accounts will be 
adjusted, all in accordance with the provisions of Par. 681-0, 
A. R. When such equipment is turned in to the Supply Offi- 
cer, company commanders will invoice it in duplicate to him 
on Form 600, A. G. O., and receive from the latter credit slip 
on Form 448, A. G. O. (Pars. 681-P and 1165, A. R.). 

For Surveys see Pars. 710-726, A. R. Form 196, A. G. O., 
"Report of Survey," used in this connection. 



12 Records and Blank Forms 

Vouchers. — For all purchases and employment of services 
otiier than personal made a voucher must be put in on Public 
Form 330, carbon copy kept in company files on Q.M.C. 
Form 21 7A, "Voucher to Post Property Account;" same to be 
turned in semi-annually to Quartermaster General of the 
Army. 

The following certificate will appear on tlie face of each re- 
quisition for replenishment of Equipment "C" : 

"I certify that the articles called for hereon, together with 
the amount on hand, are necessary to furnish this organiza- 
tion with the allowance prescribed for Equipment 'C in Table 
of Fundamental Allowances, 1917, and that no articles in ex- 
cess of this allowance are called for on this requisition." 

Ordnance Return. — A return of ordnance property will be 
rendered to the Chief of Ordnance, Washington, D. C, on 
June 30th, and December 31st of each year. 

Company Council Book 

A record of all receipts and disbursements pertaining to the 
company, to be supported by vouchers in accordance with 
printed instructions therewith. (Form No. 452 Q.M.C). See 
A.R. ZTn, 328 and 323. 

All income derived from company barber shop, tailor shop, 
shoe repair shop, laundry, billiard or pool tables, or any other 
sources must be duly accounted for in the company fund book. 

Decisions of the War Department authorize the expenditure 
of the company fund for the following articles : Blank passes, 
rubber stamps, clothing lists, typewriters, printing presses and 
printing (band fund), enamel ware, aprons for cooks, detach- 
ment messes, furniture for recreation rooms, attendant for pool 
tables, company barber, troop wagon, garden seed and auto 
truck of cheaper grades. 

The expenditure from company fund for the following arti- 
cles is not authorized : Bull's eye score books, rifle prizes, 
Moss-Dalton Records, business facilities, coats and trousers for 
cooks, lard compound, messes for married men, extra pay for 
company cooks, room orderly, lavatory orderly, purchase of 
beer or any intoxicants. 

The sale of surplus fuel, oil or forage is strictly prohibited. 

Upon the dissolution of a truck company, the company fund 
remaining on hand will, under the decision of the Inspector 
General of the Army, be turned over to the company funds of 
other motor truck companies, as may best subserve the interests 
of the Government. In this connection, the funds of the motor 
truck companies should be so managed as to avoid accumula- 
tions of large balances, in which case legitimate expenditures 
may be so arranged as to leave no balance in the fund when 
the company is dissolved. (C. of M. for M.T.G. No. 2 
X.ovember 16, 1917.) 



Records and Blank Forms 73 

Part 3 
RECORDS OF OPERATION AND MAINTENANCE 

1. A record will be kept in each company of all motor-driven 
vehicles assigned, this record to contain the following data: 

Name of truck or vehicle. 

Model, year and carrying capacity. 

Manufacturer's No.; Chassis No.; U. S. No. and motor 

No. 
Magneto make and number. 
Carburetor, — Make, Model and number. 
Battery, make and number. 
Presto-lite Tank No. 
When and from whom received. 
Time in service when received. 
Condition when received. 
Make, No. and type of tires, size of tires, whether dual 

or single, and condition of tires when received. 
Initial cost and cost of operation and repairs to date. 
Changes to be posted immediately, and this record being 

kept to date at all times. 

2. Each driver will turn in a daily Truck Report showing total 
accumulated mileage at start and finish ; the mileage for the day ; 
tons hauled; gasoline and oils used; etc. Books for these blank 
reports will be furnished by the Quartermaster. 



74 Records and Blank Forms 

(Form) 
DRIVERS DAILY TRUCK REPORT 



Mileage Start. 



Mileage Finish. 















en 








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TOTALS. 



SUPPLIES On Hand 
Gasoline- Gals 

Oil, heavy Qts 
Oil, light 
Oil 

Grease, cup 
Grease, Trans " 
Grease " 



Rec'd 



Total 



Used Balance 



Repairs Required Driver . . . 

Date 

Remarks ^ 

Truck Co. 

O.K.'d By Co. No.... 



,19L. 



Records and Blank Forms 
Example of Above Report Filled Out: 

CO. "A," 301ST SUPPLY TRAIN 



75 



DRIVER'S DAILY TRUCK REPORT 



B 



h2; fe -> 

1 Park 7 A.M. 

2 Storehouse .. 7.15 

3 Coal Pile ... 8 

4 Base Hosp.. . 9 

5 Storehouse .. 10 

6 301 Infantry. 11 

7 Storehouse .. 11.45 

8 Park 1 P.M. 

9 Storehouse .. 1.50 

10 203 Art 5 

11 Storehouse .. 5.30 



H ^ S (S H ^ 

Storehouse .... 7.15 .50 M.T. 

Coal Pocket.... 7.30 .50 M.T. 

Base Hospital.. 8.30 3 6,000 3 

Storehouse .... 9.30 3 M.T. 
301 Infantry 

Co. "B" 10.20 2 6,000 3 

Storehouse ....11.20 2 M.T. 

Park 11.55 .50 M.T. 

Storehouse .... I.IS .50 M.T. 

mUI Ar'.:;. ! 2-'5 ^ 6,000 3 

Storehouse .... 5.20 .50 M.T. 

Park 5.40 .50 M.T. 

Totals 19 18,000 9 



Supplies 

Gasoline Gals. 

Oil, Heavy Qts. 

Oil, Light " 

Oil " 

Grease, Cup 

Grease, Trans 

Odometer A.M.— 2,063 Miles 
P.M.— 2,082 " 

19 Miles 



On 

Hand 

30 
13 



Rec'd 

15 
3 



Total Used Bal'nce 



1 Pt. 



45 
16 



Grease 



15 
3 



30 
13 



Repairs Required : Lights not working — Brakes will not hold. 
Remarks : Hit 301 Inf. mule team near Y.M.C.A. No. 25. No 

damage to either vehicles. 
Driver, Sergt. W. Brown 
Date, Jan. 2, 1917. 

Truck No. 12 . ■ . :^ 

Truck Co. No. 4. 



76 



Records and Blank Forms 



3. All orders for trucks, except regular details of the depot 
quartermaster (which are received in typewritten form), arc 
entered on the daily blotter, which is the following form : 

Form 1 
DAILY REPORT OF MOTOR TRUCK DISPATCHER 

191.. 



of Advance 

Order Order 



Order 


How 


Rec'd 


Time 


Order 


Filled 


No. of 


No. 
1 


Rec'd 


by 


Rec'd 


Autli. 
by 


by Co. 


Trucks 



Dispatcher 
4. A board, with holes and pegs, according to the following, 
should be made for use of the truck dispatcher. It is self- 
explanatory, as the peg in one of the holes of the last three 
columns will give the desired information of the truck. 



Truck 
No. 


Driver 


In 


0"' 1,^ 


3101 


Adams 


n 


6 


3102 


Brown (i 

Cody 

Yates .... . ^ 





3103 


6 


J131 














A more complete form for the same purpose is the following : 
(Form 3) 
DAILY RECORD OF OPERATION OF MOTOR 
TRUCKS 

Motor Truck Co (Date) 191.. 

CO. SoiST SUPPLY TRAIN 
Daily Record of Operation of Motor Trucks 

Date 19 



Truck 
No. 


Driver 


Time 
in 


Time 

Order 

Received 


Destination 


Ti 
In 


me 

Out 


Remarks 


Truck 
Report 

















Records and Blank Forms 



77 



In this way, accurate record can be kept of the whereabouts 
of each truck and the number available at any particular time. 

5. The Truck Dispatcher will submit a daily report to or- 
ganization headquarters showing the number of trucks on duty, 
and the number from each company not available for duty. — 
Form 4, hereunder. 

(Form 4) 



191. 



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REMARKS 





















Truck Dispatcher 



Commander 



The forms used by the Dispatcher are drawn up so as to 
absolutely fix responsibility for any failure of truck to pro- 
perly report. The signature of person to whom truck is di- 
rected to report is designated to prevent a truck being taken 
by someone other than the person intended, a proceeding, very 
common. 

6. The following is the most common order form for trucks 
in use. The copies are signed by the truckmaster or assist- 
ant, and one copy is retained in book. The remaining two 
copies are taken by the truckmaster, one for his own company 
record, the other for the driver of the truck, or man in charge 
of the groups of trucks responding to the order. 

When the truck is sent out from the company, the driver or 
man in charge signs the copy retained by the company, and has 
his copy signed by the person to whom the trucks are ordered 
to report. He turns in this copy to his company on his return. 
The driver also reports to the dispatcher when returning from 
any duty terminating before 4.00 P.M. 



78 Records and Blank Forms 

Form 2 
ORDER FOR COMPANY 



191. 



(Place) (Date) 

No 

Co 

Send trucks to report as specified below : 



' No. of trucks 

To whom to report. 

Place 

Hour 



Remarks , 
By direction : 



Dispatcher 



Received above order: 

Hour ' (Asst) Truckmaster, Co. 



(Perforated) 

Company 

Truck No Hour of departure. 

Drivers Hour of return. . . . 

Signature of man in charge of truck 



Trucks reported to me as directed above 
Time Signature 



Records and Blank Forms 79 

1. When automobile, motor trucks, or motor vehicles are trans- 
ferred from one station to another with transfer of account- 
ability, Q.M.C. Form 493, "Transfer of Motor Vehicle" (penalty 
post card), the transferring officer will fill in on the card all 
data called for thereon and mail to proper officer on the same 
day the motor vehicle is shipped or transferred. The operation 
cost to be entered represents total cost of same to date of 
transfer, including all operation cost since original purchase of 
the vehicle. When cost prior to date of receipt of motor vehicle 
is not of record in the office of the officer making the trans- 
fer, the cost of record will be entered, showing dates from and 
to which the cost reported applies, with notation that previous 
costs are not known ; such information being obtained by receiv- 
ing officer upon application to the Quartermaster Corps for 
statement of cost not reported. 

TRANSFER OF MOTOR VEHICLE 



, 191. 

Manu f acturer 

Style or model 

Serial No H. P 

Capacity Cost, $ 

Purchased , 191 

By 

At 

(Station) 

COST OF OPERATION TO DATE 

Repairs to machine $ 

Repairs to tires 

Tires or tubes 

Other costs of operation 



80 



Ri'CORDS AND Blank Fokms 



8. A cost record will be kept for each vehicle. This can be 
done by using an ordinary blank book issued by the Quarter- 
master, necessary columns being ruled ofY. "i'lic cost of all 
repairs, the amount and cost of all gasoline, oils, grease, etc., 
wages of chauffeurs, number of days laid up for repairs, etc., 
in fact everything required to render an accurate and com- 
prehensive report on Forms No. 416 and 417 Q.M.C. 



COST RECORD 



Truck No. 



Miles Run Cost of Operation 



Supplies Used Tires 









m 




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The Cost Record should be supplemented by the use of a 
large book containing a page for each truck in the company, 
with an itemized record of all supplies bought for the truck, 
and spare parts used for the repair of same. The cost record 
gives only the figures; this book gives the details of the ex- 
pense which each figure represents. 

This report will be prepared in triplicate, at the end of each 
quarter, the original and one copy being rendered to the De- 
partment Quartermaster, the other copy retained with the com- 
pany records. 

"Ton-miles" is obtained by multiplying "tons" by "miles" for 
each trip where a load is carried, which converts the data 
into showing 1 ton hauled so many miles. 

These reports should be forwarded not later than the fifth 
of the month following the end of the quarter. 

The following is an example of Q.M.C. Form 416 filled out: 



Rf.corps and Blank Forms 
CO. "A," 301ST SUPPLY TRAIN 



81 



QUARTERLY REPORT OF MOTOR TRUCKS ON 

HAND AT CAMP DEVENS, MASS. 

For the Quarter Ended December 31st, 1917 



1. Name of truck. 



2. Model Year 

3. Manufacturer's number 

4. When received 

5^ From whom received 

a Time in service S Yrs 

when received. ) Mos 

7. Conditions when received 

8. Miles run, total 

9. Miles run, truck empty 

10. Miles run, truck loaded 

11. Average load, tons, on truck.. 

12. Ton miles, multiplv No. 10 
by No. 11 '. 

13. Total tons hauled 

14. p. f Wages of chaufifeur 

15. .2 Tires and tubes 

16. « Repairs 

17. ^, Gasoline 

18. ° Oil and other material for 
° cleaning and operation.. 

19. I Misc. cost — if any 

20. ^ 1- Total cost 

21. Cost per ton per mile, divide 

No. 20 by No. 12 

22. Present condition 

23. -a f Gasoline, gallons 

24. 5 J Cup grease, pounds 

25. ^] Gear oil, gallons 

26. c! Cylinder oil, gallons 

,27. r Type 

28. ^ I Make 

129. I Condition 

30. Time laid up awaiting repairs 



Kelly- 

Springheld 

K-40-1916 

30050 

6-13-17 

C. O. Motor 

one 

Good 
332 
170 
162 
1.68 

272.16 
101 



$125.00 
$41.08 

$6.00 

$172.08 

.063 

Good 

158 

5 

Demountable 

Kelly- 
Springfield 
Good 
10 days 



Kelly- 
Springfield 
K-40-1916 
30050 
6-13-17 
Group No 



Good 
350 
130 
220 
2.75 



605 
112 



$5.00 
$35.10 

$2.00 

$42.10 

.07 

Good 
135 
5 
2 
24J4 
Demountable 
Kelly- 
Springfield 
Good 
IDay 



Kelly- 
Springfield 
K-40-1916 
30050 
6-13-17 
gales, Ariz, 
one 

Good 
347 
120 
227 
2.80 

635.60 
110 



$14.50 
$37.82 

$4.00 

$56.32 

.08 

Good 

147 

5 

2 

10 

Demountable 

Kelly- 
Springfield 
Good 
2 days 



Remarks : Received from Capt. D. L. Beman, Q.M.R.C. Motor 
Truck Group, Nogales, Ariz., from reserve. Taken from re- 
serve shop 6-13-17 and placed in active service 6-13-17, Reports 
for Oct., Nov., Dec, 1917. 

, Q. M. Corps. 

Station, Camp Devens. Date, Dec. 31, 1917. 
Q. M. C. Form 416. 
Authorized April 23, 1913. 
Revised March 15, 1916. 



82 Records and Blanic Forms 

10. In order that information may at all times be available as 
to condition of Motor Transportation, all concerned will report 
by letter to headquarters on the twentieth of each month any 
material change in the condition of this means of transporta- 
tion, giving U. S. and serial numbers. Should no change have 
occurred during the month, report to that effect will be made. 

Should any trucks be detached from a company, the officer 
under whom such trucks are operating, on the last day of the 
quarter, or when the trucks are relieved from further duty 
under his charge, will furnish the commanding officer of the 
truck company to which they belong, such data as is necessary 
to enable the truck company commander to submit the required 
repbrt for such trucks on Form No. 416. 

Should any truck company be placed in reserve during any 
quarter, the required report on Form No. 416 will be submitted 
to these headquarters immediately upon its being placed in re- 
serve. Should any company be placed in commission during any 
quarter, reports will be made at the end of the quarter for that 
portion of the quarter in which it was in operation. 

Requisitions for spare parts for motor-propelled vehicles will 
bear on the FACE of the requisition a statement showing the 
NUMBER of EACH ARTICLE that is needed for IMME- 
DIATE REPAIRS and the number that is wanted for STOCK. 

11. Surveys. — Articles lost, damaged or destroyed by care- 
lessness or lack of proper care on the part of the individual 
to whom issued, or who is responsible therefor, will be 
charged to the individual on the pay roll. (See A.R. 682.) 

For articles worn out through fair wear and tear, see A.R. 
710. 

12. Officers in command of truck companies are cautioned that 
proper care, supervision, and frequent inspection of articles of 
equipment is required of them. They are also held to a strict 
accountability for the proper care of all articles of equipment. 

13. Reports. — Each truck company will turn in a daily re- 
port, by 4.30 P. M. to Truck Dispatcher, showing the number 
of trucks that will be available for duty the following day. 

Part 4 
INSPECTOR GENERAL'S DEPARTMENT FORMS 

No. 1, Inventory and Inspection Report of Public Property. 

No. la, Inner sheets of Form 1. 

Instructions regarding the rendition of the above forms will 
in most cases be found printed on the form. 

They must contain a complete list of all unserviceable prop- 
erty to be condemned, for the use of the inspector when he 
appears. There are three columns, "To be kept in service," "To 



Records and Blank Forms 83 

be destroyed," and "To be sold," and after each item the in- 
spector notes in the proper cohmin what disposition is to be 
made of property in question. 

Part 5 

SUMMARY OF FORMS 

Daily 

1. Morning report, to headquarters. 

2. Sick report, to the surgeon. 

Last Day of Each Month 

1. Pay rolls, three copies ; one retained ; two to the designated 
quartermaster through headquarters : 

First Day of Each Month 

1. Form 410, Q. M. C. : Three copies; one retained ; -two to 
the department or division quartermaster. 

2. Form 30, A. G. O. : Two copies ; one retained ; one to head- 
quarters. 

3. Form 434, Q. M. C. : Three copies ; one retained ; two to the 
department or division quartermaster. 

4. Form 223, Q. M. C. (ration return): Two copies; one re- 
tained, one to headquarters. (Conditions may require this return 
to be submitted every ten days, on the 1st, 11th, and 21st of the 
month. On the march or similar work, this return is submitted 
as required.) 

Bi-monthly 

1. Muster Rolls: Three copies; one retained; one to Adju- 
tant General of the Army direct; one to the Quartermaster 
General through the department or division quartermaster. 

Quarterly 

1. Form 416, Q. M. C.: Three copies; one retained; two to the 
department or division quartermaster. 

2. Form 417, Q. M. C. : Three copies ; same disposition as 
Form 416, Q. M. C. 

June 30 and December 31 

1. Ordnance Return: Two copies: one retained; one to the 
Chief of Ordnance direct. 

2. Property return Form 599 and Voucher to Post Property 
Account, Form 217A : Two copies; one retained; one to the 
Quartermaster General direct. 



84 Records and Blank Forms 

3. Form 407, Q. M. C. (June 30 only) : Two copies; one re- 
tained, one to the Quartermaster General direct. 

4. Form 461, Q. M. C. (December 31 only) : Two copies; one 
retained ; one to the Quartermaster direct. 

Upon the transfer of a man to the company from any source 
other than the Quartermaster Corps, a copy of his service record 
(Form 29, A. G. O.), will be forwarded directly to the Quarter- 
master General's office (Sec. 5, paragraph 1009, A. R.). 

The following records are required to be kept in a company : 
1. Retained copies of all returns, reports, requisitions, etc., 
required to be submitted. 

2i Correspondence book and document file. 

3. Morning report (Form 332, A. G. O.). 

4. Sick report (Form 339, A. G. O.). 

5. Duty roster (Form 342, A. G. O.). 

6. Service record of each man in the company (Form 29, A. 
G. O.). 

7. Company council book (Form 452, Q. M. C). 

8. Record of sizes of clothing worn by each man. 

9. Record of courts-martial (Form 594, A. G. O., to be filed 
with the soldier's service record). 

10. Property returns (Form 599, A. G. O.). 

11. Ordnance return (Form 18, Ordnance Department). 

12. Individual property account (Form 637, A. G. O.) 

13. Delinquency record (Form 509, Q. M. C, see paragraph 
334, Manual for Courts-martial, 1917.) 

Part 6 

SUPPLY OF BLANK FORMS 

Equipment "C" 

The following is estimated as a three (3) months' supply of 
blank forms required for a motor truck company, to be carried 
in the field desk : 

"A." — Supplied by the Adjutant General's Department 

Quantity Form 

Required. No. Description. 

6 17 Certificate of Disability for Discharge, pre- 

pared only upon request of surgeons. 
9 26 I'ield Return (a retained copy to be kept). 

6 29 Service Records (read instructions carefully). 

9 30 Return of Company (with model). This re- 

port is rendered the first day of each month. 
6 34 Inventory of effects of a deceased soldier. 



Records and Blank Forms 85 

Quantity Form 

Required. No. Description. 

9 61 Muster Rolls (in triplicate for motor truck 

company, the original to be sent to the Ad- 
utant General, one copy sent through Dept. 
Q. M., the other to be retained as a perma- 
nent record of the company). Read care- 
fully instructions on back of outer sheet. 

Extra sheets for muster roll. 

Furlough. 

Descriptive list of Deserter. 

Report of Survey. 

Morning Report (vv'ith model and instruc- 
tions). 

Officer's Pay Voucher. 

Guard Report. 

Daily sick report. 

Duty Roster (with model). 

Requisition for books and blanks furnished by 
the Adjutant General's Department. 

Report of Death and disposal of remains. 

Honorable Discharge form (see A. R. 148 as 
to the U. S. Army to use of blanks). 

Memorandum Receipt. (Debit and Credit slip.) 

Memorandum Receipts, Abstract Record of. 

Discharge from the U. S. (for discharge) 
Army. 

Dishonorable Discharge from the U. S. Army. 

Charge sheet for Court-Martial. Correspond- 
ence model, see Compilation General Orders, 
Bulletins, Circulars, etc. 
1 Correspondence Book (to be supplemented by 

a correspondence document file as indicated 
by instructions in the book). 
6 599a Loose leaf binders. 

500 599 Loose leaf forms in ledger style, kept in bind- 

ers on which all transactions in ordnance 
property and Quartermaster property are re- 
corded. A separate sheet is used for each 
article and all entries are supported by 
voucher, numbered, serially, from July 1st 
to June 30th, of each fiscal year. 

Carbon copies for above. 

Statement of charges — for either Q.M., Ord- 
nance, Signal or Engineer property. 

Transfer of Q.M., Ord., Engr., or Signal 
property. 

Individual Equipment Record. 

Enlistment and Assignment Card. 
The foregoing are supplied through the Adjutant's office. 



27 


61a 


6 


66 


6 


95 


12 


196 


3 


332 


12 


336 


6 


338 


2 


339 


3 


342 


3 


383 


6 


415 


12 


525 


50 


448 




448b 


12 


526 


6 


527 


36 


594 



500 
50 


599 
602 


150 


600 


100 
200 


6Z7 
22-2 



12 


370WD 


6' 


8aQMC 


1 


38 


12 


39 


24 


41 


1 


69 



86 Records and Blank Forms 

Read Carefully the Instructions on Each Blank 
"B." — Supplied by the Quartermaster Corps 
Quantity Form 
Required. No. Description. 

12 336WD Pay Roll (enlisted men). 

48 336aWD Pay Roll (enlisted men) follow sheet. To be 

made in triplicate, original and one copy for- 
warded to Quartermaster paying troops, 
other copy retained as record of the Com- 
pany. Data for roll obtained from Service 
Records. 
Final statement (instructions shown on form). 
Advice of soldiers' deposits. 
Soldiers allotment blank (book form). 
Discontinuance Soldiers allotments. 
Soldiers deposit Book. 

Model remarks for army pay rolls (enlisted 
men). 

1 70 Instructions for army pay rolls (enlisted 

men). 
50 160 Requisition (Form used for all requests for 

supplies obtained from the Quartermaster 
Corps) To be made in accordance with 
printed instructions thereon. 
150 160a Extra sheets to forrr 160. 

200 i65 Individual clothing slips. Used by soldier in 

making request for clothing. Instructions 
on back of form. 
12 Statement of clothing issued to enlisted men. 

12 180 Abstract of clothing drawn or issued on in- 

dividual slips. 
12 176 Requisitions for corn brooms, etc. 

Property Account. — Loose leaf form in 
ledger style, kept in binders on which all 
transactions in ordnance and quartermaster 
property are recorded. A separate sheet 
is used for each article and all entries are 
supported by voucher, numbered, serially 
from July 1st to June 30th, of each fiscal 
year. 
—See A.G.O. Forms 599 and 599a. 
Transfer Quartermaster Supplies. — (See 
A.G.O. Form 600). 
12 203 Monthly list of Quartermaster Supplies Ex- 

pended, prepared in duplicate, voucher to 
the property account covering articles ex- 
pended in the care and upkeep of the organ- 
ization. 
3 205 Articles lost or destroyed. 



Records and Blank Forms 87 

Qiumtity Form 

Required. No. Description. 

12 210 List of articles taken up. Voucher to property 

account prepared in duplicate, showing 
property which is to be taken up as found 
etc. 
12 213 Requisition for clothing; prepared in triplicate 

by the organization commander and sent 
direct to the Quartermaster who issues the 
clothing. 
Voucher to Post Property Account. 
Ration Returns (book). 
Memorandum Receipt. 
Official Telegram (book of 50). 
Quarterly Report of Motor Trucks on hand. 
(See Record of Operation and Maintenance.) 
Quarterly Report on Automobiles on hand. 
(See Record of Operation and Maintenance.) 
Return of enlisted men, Quartermaster Corps. 

(See also List "A".) 
Companj' Council Book. (See Funds.) 
Transfer of Motor Vehicle. 
Delinquency Record (enlisted men). Loose 
leaf form for recording offences of en- 
listed men, their kind and punishment. 
Record of Service. 

Statement of charges showing articles charged 
on pay rolls. 

The local Quartermaster or Supply Office is ordinarily the 
source from which these forms may be obtained except No. 452 
which is furnished by the Quartermaster General. 
12 Public Form 330. Public Vouchers. 

Read Carefully the Instructions on Each Blank 

"C." — Supplied by the Chief of Ordnance, Washington, or 
by Local Ordnance Officer 

Quantity Form 

Required. No. Description. 

Property Account. — Loose leaf form in 
ledger style, kept in binder on which all 
transactions in Ordnance and Quarter- 
master property are recorded. A separate 
sheet is used for each article and all en- 
tries are supported by voucher, numbered, 
serially from July 1 to June 30 of each fiscal 
year. — (See A.G.O. Forms Nos. 599 and 
599a. 
12 Ordnance return addition sheets with blank 
headings. To be filled in according to clas- 
sification of stores received 



12 
1 
1 
1 

36 


217A 

223 

227 

406 

416 


6 


417 


12 


434 


1 
30 
30 


452 
493 
509 


1 
3 


174 



88 Records and Blank Forms 

Quantity Form 

Required. No. Description. 

4 86 Statement of Charges, to be posted as charges 

are entered and submitted with return. 
12 94 Monthly report of Ordnance Charges, to be 

forwarded with the rolls on which charges 
are entered. 
48 152 Transfer of Ordnance Supplies under par. 

1535 A.R. in possession of enlisted men. 
Transfer of Ordnance Property. — (See A. 
G.O. Form 600.) 
12 386 Requisition for ordnance stores. 

Instructions as to the preparation of the foregoing are printed 
on ^he forms. These should be carefully studied before making 
up. 

Supplied by the Inspector General's Office 
Quantity Form 
Required. No. Description. 

6 1 Inventory and Inspection Report. 

6 lA Inner sheets for I. & I. Report. 

Supplied by the Bureau of War Risk Insurance 

Quantity Form 

Required. No. Description. 

200 2A Application for Insurance. 

200 IB Information for Allotment of Pay and Ap- 

plication for Family Allowance. 

Miscellaneous (Supplied through Adjutant's Office) 
Quantity Form 
Required. No. Description. 

200 CCPl Qualification Record Card. 

300 316 Y. M. C. A. Data Cards. 

MISCELLANEOUS BOOKS AND PUBLICATIONS 

1. — Supplied on form 383 A. G.O. by the Adjutant General 
of the Army. 

(a) Army Regulations. 

(b) Field Service Regulations. 

(c) Drill Regulations, Infantry. 

(d) Manual of Court Martial. 

(e) Manual Interior Guard Duty. 

(f) Small Arms Firing Manual. 

(g) Manual of Field Engineering, 
(h) Signal Book, U. S. Army. 

(i) Uniform Regulations. 



Rixouns AND Blank Forms 89 

(j) Compilation General Orders, Bulletins etc. 
2. — Supplied Ordnance Department on request :. 

(a) Ordnance Price List (Form IS*)?). 

(b) Instructions for caru and rei)air nf small arms and 
(Jrdnance (Form 1965). 

3. — Supplied by the Quartermaster General of the Army. 

(a) Manual for the Quartermaster Corps, 1916. 

4. — Copies of all General Orders, Bulletins and Circulars, 
issued from the various headquarters under which the company 
is serving. See Bulletin 53 WD. 1917. Binders in which to 
keep orders can be obtained by requisition on the Quarter- 
master. 

5. — There should be kept on file in a loose leaf memorandum 
book with index, in which to enter such instructions, informa- 
tion, memoranda, etc., which may be very useful to retain for 
reference and which is not covered by other regulations or 
orders. 

6. — Catalogues, instructions books, etc., for the make and kind 
of vehicles which the company is equipped. 

7. — A standard hand book of motor vehicles recommended : 
" 'Dykes' " Automobile and Gasoline Engine Encyclopedia." This 
should be obtained by requisition on the Quartermaster. 



CHAPTER V 

EQUIPMENT FOR A MOTOR TRUCK COMPANY 

Frequent reference will be made in this chapter to Equipment 
according to designations A B and C. Par. 19, Compilation of 
General Orders, War Department, 1881-1915, is quoted in full 
below so that reference to Equipment A, B and C throughout 
will be understood : 

Instructions Pertaining to Field Equipment. — 1. Field service 
is defined to be service in mobilization, concentration, instruc- 
tion, or maneuver camps, as well as service in campaign, in 
simulated campaign, or on the march. 

The complete equipment for field service (equipment "C") 
consists of engineer, ordnance, signal, medical, and quarter- 
master property, and is divided into two classes, "A" and "B." 

Equipment "A" is the equipment prescribed for use in cam- 
paign, in simulated campaign, or on the march. It is limited 
to the animals and vehicles prescribed in the Tables of Or- 
ganization, the equipment and clothing worn on the person, 
and the articles carried on mount, and transported in field, 
combat, and divisional trains. 

Equipment "B" is the equipment which, in addition to equip- 
ment "A" is prescribed for the use of troops in mobilization, 
concentration, instruction, or maneuver camps, and during such 
pauses in operations against an enemy as permits the better 
care of troops. 

Equipment "C" is the sum of equipments "A" and "B," and 
therefore includes every article prescribed for field service as 
hereinbefore defined. 

When troops are ordered on field service, instructions will 
state the letter designation of the equipment to be taken. The 
instructions will also specify whether mosquito bars and head 
nets are to form a part of the equipment, and what winter ar- 
ticles, if any, are to be included. The same rule will apply in 
the issuance of subsequent orders when necessary. Articles dis- 
tinctively for winter use can be transported as baggage on the 
march only when transportation in addition to that prescribed 
in equipment "A" is provided for that purpose. In addition 
to the allowances prescribed as the field equipments, service 
coats, cravats, fatigue clothing, and other articles of uniform, 
extra bedding, and toilet articles may be taken by officers and 
enlisted men with equipment "B" when authorized in orders 
directing the movement of troops. 

2. The articles of engineer, ordnance, and signal property 
listed in the several Unit Accountability Equipment Manuals 
belong to equipment "A." The articles of medical property be- 
longing to equipment "A" are shown in the manual for the 

91 



92 Equipment for a Motor Truck Company 

Medical Department. The articles of Quartermaster property 
belonging to equipments "A," "B" and "C," respectively, are 
shown in Equipment Tables, Quartermaster Supplies, 1915. 

Part 1 

PERSONAL (INDIVIDUAL) EQUIPMENT 

(A) ORDNANCE PROPERTY 

(For Truckmaster, Chief Mechanic, and Cooks.) 

(Class VII, Section 2) 

1 Automatic pistol, cal. 45. 

2 M.agazines, pistol, extra. 

(Class VIII, Section 2) 
21 Cartridges, ball, pistol. 

(Class IX, Section 1) 
1 Canteen. 1 Fork. 

1 Canteen Cover. 1 Spoon. 

1 Can, bacon 1 Meat Can. 

1 Can, condiment. 1 Haversack. 

1 Cup. 1 Pack Carrier. 

1 Knife. 1 Pouch, first aid. 

(Class IX, Section 2) 
1 Pistol holster. 

(Class IX, Section 3) 
1 Pistol belt. 
(For all enlisted men except Truckmaster, Chief Mechanic, 
and Cooks.) 

(Class VII, Section 1) 

1 U. S. Rifle, cal. 30, model 1917. 
1 Front sight cover. 
1 Oiler and thong case. 
1 Thong and brush. 

(Class VIII, Section 1) 
90 Ball cartridges, cal. 30. 

(Class IX, Section 1) 
1 Canteen. 1 Fork. 

1 Canteen cover. 1 Spoon. 

1 Can, bacon. 1 Meat can. 

1 Can, condiment. 1 Haversack. 

1 Cup. 1 Pack carrier. 

1 Knife. 1 Pouch, first aid. 

1 Cartridge belt. 

(Class IX, Section 5) 
1 Scabbard, for rifle. 



Equipment for a Motor Truck Company 93 

B.— QUARTERMASTER PROPERTY 
(For each Enlisted Man.) 

1 I'aji, barrack. 2 Laces, shoe, pr. (extra) 

2 Red sacks. 5 Pins, slielter tent. 

1 Belt, waist. 2 Lcggins, pr. 

3 Blankets 1 Ornaments, set. 

2 Breeches, wool. ' 1 Overcoat. 

1 Brush, shoe, fr. each 8 men. 1 Pole, shelter tent. 

1 Brush, clothes, fr. ea. 8 men. 2 Shirts, flannel, O.D. 

2 Coats, wool. 1 Slicker. 

3 Drawers, heavj', wool. 2 Shoes, field, pr. 

1 Gloves, winter, pr. 5 Stockings (prs.), wool, hvy. 

1 Hat, witli tieing cord. 2 Tags, identifi., with tape. 

1 Hat cord 1 Tent, shelter half. 

2 Laces, leggings, pr. (extra) 3 Undershirts, heavy, wool. 
1 suit blue denim for all troops except those in Europe. 

Additional : Toilet Articles. 

1 Tooth brush. 1 Comb. 1 Razor. 

2 Towels. 1 Hair brush. 1 Mirror, small, steel. 
1 Soap, cake. 1 Brush, shaving. 

The toilet articles may ordinarily be obtained from the sub- 
sistence branch of the Camp Quartermaster's Office. 

C— MEDICAL PROPERTY 
For All Enlisted Men: 

1 packet, first aid. 

Of the above quartermaster and medical property, the fol- 
lowing is carried on the person : 
1 Belt, waist. 
1 Breeches, service. 
1 Coat, service. 
1 Cord, hat, sewed on. 
1 Drawers, pair. 
1 Gloves, pair. 

1 Hat, service, with tieing cord. 
1 Leggins, canvass. 
1 Overcoat. 
1 Shirt ODW. 
1 Shoes, field, pair. 

1 Socks LW., pair. 

2 Tags, identification with tape. 
1 Undershirt. 

1 First Aid Packet. Ribbons, when entitled thereto to be worn 

on blouse. 
Chevrons of Cooks and Privates first-class on Overcoats, 

service and fatigue coats. 



94 Equipment for a Motor Truck Company 

The following articles constitute the field kit, carried in 
Blanket Roll : 

Toilet Articles 
1 Brush, tooth. 
1 Comb. 
1 Soap, cake. 
1 Shaving outfit. 

1 Towel. 

Clothing components 

2 Blankets, ODW. 
1 Drawers. 

1 Gloves, pair. 

1 Shelter half tent, with poles, rope and 5 pins. 

1 flicker. 

2 Socks, LW, pairs. 
1 Undershirt. 

The following articles go into the surplus kit, to be carried 
with the squad kit bag. 
1 Blanket. 
1 Breeches, service. 
1 Coat, service, folded in top of bag. 
1 Drawers, pair. 
1 Laces, leggings, pairs, extra. 
1 Laces, shoes, pairs, extra. 
1 Shirt, ODW. 

1 Shoes, field, pair. 

2 Socks LW. pairs. 
1 Underwear. 

The above articles, except coat, to be rolled together and tied 
with extra pair of shoe and legging laces and placed in the 
squad kit bag. Additional contents of kit bag to be : 

1 Housewife. 1 Can foot powder. 2 Packages Toilet paper. 

1 Shoe and 1 clothes brush. 

D.— BAGGAGE ALLOWANCE 

Q.M. Sergeants and Sergeants 1st Class. 

100 lbs. (This is in addition to Equipment C. It includes all 

clothing and bedding for extended field service). 
Sergeants, Corporals, Privates 1st Class, Privates and Cooks. 
75 lbs. (This is in addition to Equipment C. It includes all 
clothing and bedding for extended field service). 
Enlisted men will use the standard barrack bag or its equi- 
valent. 

Except where otherwise noted the personal equipment on above 
tables is that allowed troops designated for overseas duty. 
When overseas orders are received, all shoes except field shoes 
will be turned into the Depot Quartermaster. Chauflfeurs and 
motorcycle drivers are entitled to blanket-lined overcoats. 



Equipment for a Motor Truck Company 95 

Part 2 

COMPANY EQUIPMENT 

A. UNIT TRUCK EQUIPMENT 

(Equipment for each ordinary cargo truck. Equipment C.) 
1 Axe and helve. 
1 Bucket, G. I. 
1 Cable, towing (wire, about 18' long with loops and snaffle 

hooks, breaking strength not less then 12 tons). 
1 Can, milk, 10 gal. (for water). 
1 Driver's Daily Truck Report Book. 
1 Extinguisher, fire, 1 qt. (Pyrene type) with brackets. 
1 Flashlight, complete (Ij4"x8j4"), nickel-plated. 

1 Pick and helve. 

2 Ropes, lash, ?4", 50 ft. 

1 Spade. 

3 Tape, roll, friction, large size. 

2 Leather boots to hold rifle. 

Each truck to be equipped with the following when shipped 
out from organization park (special to suit each make and 
model of truck) : 

1 Body. 

7 Bows. 

1 Canvas cover, truck. 

1 Chain, mud, set. 

1 Grease can, 5 lbs. (cup). 

4 Spark plugs, extra. 

1 Top, drivers, complete with apron, etc. 

1 Truck tool kit, as supplied each truck by manufacturer Com- 
ponents vary with type of car, but should include : 
1 Chauffeur's tool kit. 
1 Auto Jack. 
1 Grease Gun. 
1 Can, squirt. 
Wrenches. 

B. REPAIR TRUCK EQUIPMENT 

The repair truck equipment includes chief meclianic's equip- 
ment and supplies, equipment and supplies for each assistant 
mechanic, and certain general items. This equipment is ordina- 
rily carried on the baggage and ration truck, and when parts or 
tools are needed they will be obtained from baggage and ration 
truck and carried to place to be used on light repair truck in 
camp, to be kept in company work shop. 

Chief Mechanic's Equipment 

Equipment C 
1 Axe and helve. 
1 Bag, tools mechanics, canvas, best quality. 



96 Equipment for a Motor Truck Company 

1 Bar, crow, 5 ft. long, 18 lbs., one end wedge. 

1 Bar, steel, 2j^ ft. long, best qualitj', lip on one end, drawn 

to point on other. 
1 Bit, expansion with cutters to cut 5^" to lYs" and V/i" to 

U/4" set. 

1 Block, tackle, steel duplex set for 1" rope, with 300' rope. 

2 Bolos. _ 

1 Can, oil, squirt small. 

1 Card, file, 4"x7^" wire bristle. 

1 Chisel, cape, octagon bar ^". 

1 Chisel, cape, octagon bar ^". 

1 Chisel, cold, octagon bar y2"xS". 

1 Chisel, cold, octagon bar ^^"x7y2". 

1 Cutter, washer, felt, adjustable. 

1 'Drill, breast, two speed, ball bearing adjustable 3 jawed chuck 
for straight shank drills, to J4", designed small but 
heavy, for use in confined space, with chain attachment. 

1 Drift, brass 8". 

1 Drift, brass 10". 

2 Funnels, 8", copper plated, with screen. 
1 Gauge, thickness, .004" to .025". 

1 Gauge, screw thread pitch 4 to 42 threads per in., U. S. S. 

and S. A. E. 

2 Hammers, machinists ball pein, polished, best quality, 2 lb. 

with handle. 
2 Hammers, machinists ball pein, 1 lb. polished, best quality, 

with handle. 
1 Handle, spare, hickory, for ball pein 2 lb. hammer with wedge. 
1 Handle, spare, hickory, for ball pein 1 lb. hammer with wedge. 
1 Handle, spare, hickory, for 8 lb. hammer, 32" long with wedge. 
6 Handles, spare, hickory, for files. 
1 Iron, copper soldering, 2 lb. with handle. 
1 Iron, copper soldering, 4 lb. with handle. 
1 Jack, 15 ton, double action, 15" rise. 

1 Knife, special, for rubber tires, 1" blade, 4" long. 

2 Lanterns, oil. 

1 Light, flash, nickel, 1^x3^ in., bulb and battery. 

1 Measure, 1-gal. size, for oil. 

1 Pick and helve. 

1 Plier, adjustable 6". 

1 Plier, adjustable 10". 

1 Plier, side cutting 8". 

1 Plier with long round nose and flat jaw 6". 

1 Punch, center, ^" dia. 4" long. 

1 Punch, solid J4"- 

1 Punch, solid ^". 

1 Punch, solid ^". 

1 Reamer, set of taper, sizes No. 0, 1, 2, 3, 4, and 5 in., standard 
hardwood case. 



Equipment for a Motor Truck Company 97 

1 Rule, steel 6" and ^" wide, spring tempered graduated 8ths, 

Ibths, 32nds and 64ths. 
1 Rule, folding, 6" best quality. 
1 Saw, hack, frame adjustable, 8" to 12". 
1 Scraper, bearing, set of three, best quality, drop forge. 
1 Scraper, carbon, set of three in a box. 
1 Screwdriver, perfect handle 6". 
1 Screwdriver, perfect handle 12". 
1 Screwdriver, perfect handle 8", %" point. 
1 Screwdriver, off set 5/16"x6". 
1 Screwdriver, off set r'x8". 
1 Snips, 12" tinners, straight, best quality. 
1 Snips, short, round nose, for circular cutting. 
1 Stamping set, complete 5^" alphabets and nurnbers. 
1 Torch, blow, 1 qt. double burner and brazer with adjustment 

for height. 
1 Valve lifter, universal chain type. 
1 Vise, 4" combination. 
1 Wrench, set of socket, equivalent to Mosberg No. 14 ratchet 

handle, extension bar, universal joint, 34 pressed steel 

sockets, etc. 
1 Wrench, set of, adjustable heavy type 4" — 6" — 10". 
1 Wrench, set stilson 6" and 10" in tool roll. 
1 Wrench, set stilson 14" and 24" in tool roll. 
1 Wrench, monkey 24". 
1 Wrench, bicycle, thin, best quality. 

Supplies — Equipment A 

1 Acid, muriatic, pint. 
10 Batteries for flashlight l^"x8j^". 
12 Blades, hack saw, 24 teeth per inch. 

1 Bolt, carriage ^"x8i/2", box of 25 with nuts. 

1 Bolt, carriage Yz" , assorted lengths with nuts 25 in box. 

1 Bolt, carriage ^" assorted lengths with nuts 25 in box. 

1 Bolt, stove button head, 3/16"x^" with nuts 25 in box. 

1 Bolt, stove button head, 3/16"x3" with nuts 25 in box. 

1 Bolt, stove button head, ^"xl" with nuts 25 in box. 

1 Bolt, stove button head, 5/16"x3" with nuts 25 in box. 

1 Bottle, glass, 1 qt. capacity in fiber container. 

1 Brass, sheet, 7x26 in., 20 guage. 

1 Brush, steel wire. 

1 Brush, 3" paint. 
10 Bulbs, flash light, packed in wooden or metal case. 

6 Cloth, emery, sheets No. 00. 

6 Cloth, emery, sheets No. 1. 

6 Cloth, emery, sheets No. 2. 

1 Compound, grinding, coarse and fine, box. 

1 Cotter-pin, box assorted. 

1 Cotter pin, box 3/32"xr'. 

1 Cotter pin, box l/16"xr'. 



98 Equipment for a Motor Truck Company 

Drill, set of straight shank, 1/16" to J^" by 64ths. 
Fiber board i4"xl2"xl2". 
Felt, H" thick 12"x24" pieces. 
File, flat bastard 8". 
File, smooth, 8". 
File, single cut 8" mill bastard. 
File, hand bastard 12". 
File, hand bastard round 6". 
File, hand bastard 6". 
File, platinum contact. No. 6. 
File, hand bastard round 12". 
File, half round, mill bastard 8". 
File, half round, mill bastard 10". 
Gloves, rubber, pair. 
Grease, cup, 5 lb. can. 

Hydrometer, packed in wood or metal case. 
10 Nails, lOd, pounds. 
5 Nails, 20d, pounds. 
Nails, 8d, pounds. 
Oil 3 in 1 bottle pint. 
Paper, sand No. 00 sheets. 
Paste, soldering, 3 sticks per lb. 

Rivet, and burrs copper, assorted 5^" and %" long in box. 
Sal-Ammoniac, pounds. 

Screws, cap Hex Hd. assorted sizes with nuts U. S. S. box. 
Screws, cap Hex Hd. assorted sizes with nuts S. A. E. box. 
Screws, wood assorted sizes, 50 in box. 
Sealing wax, sticks. 
Shellac, pints. ' 

Shim-stock, box assorted. 
Solder, rosin core, spool. 
3 Tape, friction, about 4" dia. rolls. 

1 Tape, rubber, 1 lb. 

2 Washers, lock, assorted box. 
15 Waste, lbs. 

2 Wicks, lantern. 

1 Wire, copper No. 16, ^-Ib. spool. 

1 Wire, copper No. 12, 1 lb. 

1 Wire, steel No. 16, 10 lbs. 
50 Wire, electric cord (brewery No. 14) ft. 
15 Wire, electric magneto cable, feet. 

Varying from Zero for light service to twice "A" for severe 
field service determined by condition of service, accessibility of 
base and consideration for weight and space. Varying from "A" 
as minimum to three "A" as maximum. 



Equipment for a Motor Truck Company 99 

Each Assistant Mechanic's Equipment and SuppHes 
Equipment C 

1 Axe and helve. 

1 l!ag, tools, mechanics, canvas, best quality. 

2 Bolos. 

1 Card file 4"x7j4" wire bristle. 

1 Chisel, cape octagon bar Y^" . 

1 Chisel, cape octagon bar ^. 

1 Chisel, cold octagon bar j^xS. 

1 Chisel, cold octagon bar ?4^7^. 

1 Drift, brass 10". 

2 Funnels, 8" copper plated with screen. 

2 Hammers, machinist, ball pein, polished, best quality, 2 lbs., 

with handle. 
2 Hammers, machinist, ball pein, 1 lb., polished, best quality, 

with handle. 

1 Knife, special for rubber tires, 2" blade, 4" long. 

2 Lanterns, oil. 

1 Light, flash, nickle, \y2x8j4, one bulb and battery. 

1 Measure, 1 gal. size, for oil. 

1 Pick and helve. 

1 Plier, adjustable, 6". 

1 Plier, adjustable, 10". 

1 Plier, side cutting, 8". 

1 Plier, with long round nose and flat jaw 8". 

1 Punch, center 3^", dia. 4" long. 

1 Punch, solid %" dia. 

1 Punch, solid, %" dia. 

1 Punch, solid, 54 " dia. 

1 Saw, hack, frame adjustable, 8" to 12". 

1 Screwdriver, perfect handle, 6". 

1 Screwdriver, perfect handle, 12". 

1 Screwdriver, perfect handle, 8"x^" point. 

1 Screwdriver, offset 5/16x6". 

1 Valve lifter, universal chain type. 

1 Wrench, adjustable, set of heavy type, 4"-6"-10". 

1 Wrench set stillson, 6" and 10", tool roll. 

1 Wrench, bicycle, thin, best quality. 

1 Wrench, monkey, 24". 

Supplies — Equipment A 

10 Batteries for flash light VAx^lA. 

12 Blades, hack saw, 24 teeth per inch. 

1 Bolt, carriage, y/', assorted lengths with nuts, 25 in box. 

1 Bolt, carriage, J^x8i/, with nuts, 25 in box. 

1 Bolt, carriage, ^", assorted lengths, with nuts, 25 in box. 

1 Bolt, stove, button head, 3/16x^", with nuts, 25 in box. 

1 Bolt, stove, button head, 3/16x3", with nuts, 25 in box. 



100 Equipment for a Motor Truck Company 

1 Bolt, stove, button head, J^xl", with nuts, 25 in box. 

1 Bolt, stove, button head, 5/16x2", with nuts, 25 in box. 

1 Bottle, glass, 1 qt. capacity, in liber container. 

1 Brush, steel wire. 

1 Brush, 3" paint. 
10 Bulbs, flash light, packed in wood or metal case. 

6 Cloths, emery sheets. No. 00. 

6 Cloths, emery sheets, No. 1. 

6 Cloths, emery sheets, No. 2. 

1 Compound, grinding coarse and fine, box. 

1 Cotter pin, box, assorted. 

1 Cotter pin, box, 3/32x1". 

1 Cotter pin, box, 1/16x1". 

'1 File, flat, bastard, 8". 

1 File, smooth, 8". 

1 File, single cut, 8", mill bastard. 

1 File, hand bastard, 12". 

1 File, hand bastard, 6". 

1 File, hand bastard, round, 6". 

1 File, platinum contact. 

1 File, hand bastard, round, 12". 

1 File, half round, mill bastard, 8". 

1 File, half round, mill bastard, 12". 

1 Grease, cup, 5 lbs. 

1 Hydrometer, packed in wood or metal case. 
10 Nails, lOd lbs. 

5 Nails, 8d lbs. 

5 Nails, 20d. 

1 Rivet and burr, copper, assorted, H'^H" ^ong, in boxes. 

1 Screw, cap, hex hd., assorted sizes with nuts, U. S. S., box. 

1 Screw, cap, hex hd., assorted sizes with nuts, S. A. E., box. 

1 Screw, wood, assorted sizes, box of 50. 

1 Shellac, pint. 

3 Tape, roll friction about 4" dia., rolls. 

2 Washers, lock, assorted box. 
IS Waist, lbs. 

1 Wire, copper. No. 16 J4-Ib. spools. 

1 Wire, copper, No. 12 1-lbs. 

1 Wire, steel. No. 16, 10 lbs., 2 spools. 
50 Wires, electric, double insulated (brewery cord. No. 14), ft. 
15 Wires, Magneto cable, ft. 

Varying from Zero for light service to twice "A" for severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 

Varying from "A" as minimum to three times "A" as max- 
imum. 



Equipment for a Motor Truck Company 101 

GENERAL EQUIPMENT FOR REPAIR TRUCK 

EQUIPMENT C 

1 Container, G. I., 5-gal. cap (for kerosene). 

1 Container, G. I., 5-gal. cap (for lub. oil). 

1 Container, G. I., 5-gal. cap (for heavy oil). 

1 Container, Carboy, glass, 5-gal. cap (for distilled water). 

1 Gas, oxygen tank, 200 ft. capacity. 

1 Gas, acetylene tank, 200 ft. capacity. 
6 Lumber, poplar, r'xl2"xlO' pieces. 

4 Lumber, oak, r'x6"x8' pieces. 

2 Lumber, yellow pine, 2"x4"x6' pieces. 
2 Lumber, yellow pine, 4"x4"x6' pieces. 

10 Oil, lubricating, gallons. 
10 Oil, heavy (600W), gallons. 
10 Oil, kerosene, gallons. 
1 Rope, Manila, 54", 1200 ft. (1 pkge.). 
1 Rope, Manila, 1", 300 ft., wrapped in burlap. 
8 Steel, bars, Vs'xl^A", 10 ft. long. 
1 Steel, cold, rolled, ^" round, 10 ft. long. 
1 Steel, cold, rolled, ^" round, 10'. 
1 Steel, cold, rolled, 5^" round, 10'. 
1 Tool, farriers and blacksmith, set (Q. M. Manual). 
1 Tool, wheelwrights and carpenters, set (Q. M. Manual). 
1 Welding equipment as follows : 

2 flux brazing, lbs. 

2 flux welding c.i., lbs. 

4 glasses, dark 

2 red cast iron 3/16" dia. lbs. 

2 rods aluminum 3/16" dia. lbs. 

2 rods, bronze, 3/16" dia. lbs." 

2 rods, steel, 3/16" dia. lbs. 

SPECIAL FOR EACH MAKE AND MODEL OF 
TRUCK 

1 Gear and wheel puller. 

This to be adapted to truck so as to handle all gears 
and wheels. If all gears and wheels cannot be handled 
by one instrument, the above should consist of a set 
that will. 

1 Screw Plate, set, for all sizes and standards of thread used 
on truck, complete in hardwood case, with dies, collets, 
taper taps and two adjustable tap wrenches. 

1 Too!, set, special for make and model of truck. This set to 
consist of special socket wrenches, open end wrenches 
and accessories wrenches, and other tools necessary for 
work on truck that standard wrenches and tool equip- 
ment will not handle. 



102 Equipment for a Motor Truck Company 

C. GASOLINE TRUCK EQUIPMENT 

EQUIPMENT C 

1 hose, gasoline, complete, 20' ; 

1 pump, gasoline, complete, with connection to fit a 55 gallon 
drum; 
10 drums for 3 ton truck, (4 for IJ^-ton truck). 
6 funnels, large, heavy metal. 
6 measures, oil, 2-quart, heavy metal. 
6 measures, 5 gallons, heavy metal. 
(Omit truck cover and bows.) 

D. PASSENGER CAR EQUIPMENT 

' (For each Roadster Equipment C.) 

1 Air guage. 

1 Bucket,canvas. 

1 Cable, towing, ^4", power steel type with hooks. 

1 Chain, tire (set of two). 

1 Cover, escort wagon. 

1 Fire extinguisher, 1-qt. size witli ])racket. 

1 Flash light, nickeled, V/ixSYz". 

1 Grease, can, 5 lbs. 

1 Hatchet. 

1 Lamp, electric, trouble 6 volt, 6 c. p. with 25 feet of lamp 

cord and socket connection same as socket for lamp 

on car. 
1 Oil can. 
1 Pump, tire. 

1 Pennant, Q. M. C, 27"x41", with staiY. 

2 Rims, extra. 

1 Rope lash, i/4"x50'. 
1 Tape, friction, roll. 
1 Tire, inner tube for (extra). 

1 Tool kit, including: 
Grease gun 

Pliers 

Wrenches 

Special tools for car etc. 

Jacl^ 

E. KITCHEN EQUIPMENT 

EQUIPMENT C 

(To be kept on Kitchen Truck or in Kitchen of Company, or on 
Baggage and Ration Truck.) 

2 Axes and helves. 

3 Buckets, G. I. 

3 Brushes, scrubbing. 

1 Can, G. I., 15 gal. 

5 Cans, milk, 5 gal., hcavv metal. 



Equipment fok a Motok Truck Company 103 

2 Hatchets. 

6 Lanterns. 

2 Picks and helves. 

2 Spades. 

1 Tent, fly, hospital, complete with poles. 

1 Range, field No. 1, complete, which includes: 

1 field range (1 body, No. 41, and 1 boiling plate. No. 42.) 

1 Alamo attachment (2 pieces, 42a and 42b). 

6 boilers, Nos. 48, 49, 50, 51, 53, and 54). 

1 cleaver, 6 inch. 

1 dipper, Yz gallon. No. 55. 

1 dipper, quart. No. 56. 

2 forks, small. 

1 grinder, meat. 

1 tent guard, 6^ inches. 

3 knives, butcher, 8 inches. 

2 pans, bake, No. 52. 

1 pipe, smoke, elbow, No. 47. 

4 pipes, smoke, joints, Nos. 43, 44, 45, and 46. 
4 rests, pan. No. 57. 

1 saw, meat, 15-inch blade. 

1 skimmer, large. 

2 spoons, large. 

1 steel, butchers, 10 inches. 

F. GENERAL EQUIPMENT 
EQUIPMENT C 

(To be kept in store room or issued to proper individuals.) 

6 Axes and helves. 
10 Bags, surplus kit. 

1 Bag, water, sterilizing. 

1 Brush, marking. 

1 Brush, typewriter, type cleaning. 

5 Buckets, G. I. 

1 Can, drinking water, 5 gal. 

1 Canvas, Latrine screen, 5'x40'. 

1 Desk, field, large 

7 Flashlights, complete (for truckmaster, assistant truck- 

masters, mechanic and assistant mechanics). 

6 Gaskets for gasoline pump 

12 Funnels, large (heavy metal). 
1 G. I. can, 15 gal. 

1 Hose, gasoHne, complete, with stop cock and nozzle, nipples 

one union to connect pump. 
10 Housewives. 

2 Lamp black, pounds. 

3 Lanterns, complete. 

5 Liquid, Pyrene fire extinguishers, gallons. 
12 Measures, oil, 2 quart, heavy metal. 



104 Equipment for a Motor Truck Company 

12 Measures, garage, 5 gallon, heavy metal. 

1 Oil, typewriter, bottle. 

2 Pennants, Q. M. Corps, 48x72, witli staffs (for the leading 

and the rear trucks). 
1 Paulin, large. 
6 Pickaxes and helves. 
350 Pins, tent, large. 
300 Pins, tent, small. 
1 Pot, marking. 
90 Powder, calcium chloride, tubes. 

1 Pump, gasoline, complete, with all fittings and with suction 

tube and connection to fit a 55-gal. drum with \y> pipe 
, opening. 

6 Rakes, steel. 
200 Rope, manila, J^ inch, feet (for truck covers). 
1000 Rope, manila, 54 inch, feet (for lashes ~). 

2 Sheets, wagon, for passenger cars. 
11 Spark arresters. 

1 Stencil plates, set. 
1 Stick, size, shoe. 
11 Stoves, tent, for winter use only. 
1 Stove, shield. 

11 Stove pipe elbows, for winter use only. 
57 Stove pipe joints. 

1 Stretcher, shoe. 

1 Tape, foot measure. 

1 Tape, steel, 100 feet. 

1 Tent, pyramidal, complete, small. 

12 Tents, pyramidal, complete, large (1 for office, 1 for storage, 

and 1 for each 8 men). 

1 Typewriter. 

1 Wheelwrights and carpenters set. 

5 Whistles and chains (for Company Commander, Truck- 
master, and Assistant Truckmasters). 

ORDNANCE PROPERTY 

5 Arm chests, rifle. 
1 Arm locker, pistol. 
5 Cleaning Rods, brass. 
10 Screwdrivers, rifle. 
1 Stamping set, steel, alphabet and numbers, for marking, 
identification tags, size 5^". 

VEHICLE EQUIPMENT 

1 Vehicle, motor car, roadster. 
1 Vehicle, auto truck, light repair. 
27 Vehicles, auto trucks, complete, cargo. 
1 Vehicle, auto truck, complete, baggage and ration. 
1 or 2 Vehicles, auto truck, complete, gasoline carrying. 
1 Vehicle, auto truck, complete, kitchen, trail mobile type. 
1 Motorcycle, with side car attachment. 



Equipment for a Motor Truck Company 105 

AS REQUIRED 

Candles (See A. R. 1215; Q. M. C, Form 223). 

Fuel (See Q. M. C, Form 447). 

Lime (See Q. M. C. Form 447) 

Matches (See A. R. 1215; Q. M. C, Form 223). 

Oil, gasoline (180 gal., estimated 10 days supply, Equipment C). 

Oil, lubricating. 

Oil, mineral. 

Oil, neats-foot. 

Oil, grease (3 box of 12 5-lb. cans each, estimated 10 days 

supply, Equipment C). 
Oil, transmission (3 gal., estimated 10 days supply, Equipment C). 
Paper, toilet (See A. R. 1215; Q. M. C, Form 223). 
Rations, Field or Reserve, as ordered. 
Soap (See A. R. 1215; Q. M. C, Form 223). 
Straw, for bed-sacks (See A. R. 1084). 

QUARTERLY ALLOWANCE OF EXPENDABLE 
MATERIAL 

Brooms (See A. R. 1181). 

Brushes, scrubbing (See A. R. 1181). 

Lantern-globes. 

Lamp-wicks. 

Lye (See A. R. 1182). 

Mopheads (See A. R. 1181). 

Mop-handles (See A. R. 1181). 

Sapolio (See A. R. 1182). 

Stove-blacking. 

G. STATIONERY 
(Q. M. C, Form 204) 

A field desk, when packed, must not exceed 35 pounds in 
weight, except for Brigade and Division Headquarters. The 
contents include records, manuals, blanks and stationery. The 
stationery for a single desk shall not exceed the following, 
which is prescribed as an allowance for 3 months. This allow- 
ance applies also to each field desk not furnished by the Quarter- 
master Corps. 

3 Bands, rubber. No. 18, gross. 
12 Blocks, memo or scratch note, for pencil. 

6 books, duplicating, letter size. 
600 envelopes, official. 

3 erasers, rubber, ink and pencil. 

3 erasers, rubber, typewriter. 

1 eraser, steel. 

3 fasteners, paper, boxes. 

3 lilos, office, for orders. 
18 ink, black, powdered, packages. 

9 ink, red, powdered, packages. 

3 mucilage (or paste), bottle or tube. 



106 Equipment for a Motor Truck Company 

18 paper, blotting, 4 by 9," 2 inches, sheets. 

6 paper, blotting, 12 by 19 inches, sheets. 
75 paper, carbon, letter size, sheets. 
15 paper, letter, typewriter quires. 
12 pencils, indelible. 

6 pencils, lead. 

6 pencils, colored, blue and red. 
12 penholders. 
72 pens, steel. 

3 pins, office, cones. 

6 ribbons, typewriter, record. 

1 ruler, office, 12-inch. 

1 shears, office. 

3 tape, office, spools. 

3 twine, wrapping, balls. 

9 wax, sealing, ounces. 

H. SIGNAL PROPERTY 

1 Field phone, carried on company commander's roadster. 

3 Buzzers, each carried by assistant truckmasters. 

1 Flag kit, combination, carried by messenger. 

1 Field glass, type E, carried by truckmaster. 

I. ENGINEER PROPERTY 

3 Compass watches, one carried by each assistant truckmaster. 

J. EQUIPMENT FOR HEADQUARTERS COMPANY 
AND MEDICAL DETACHMENT 

The headquarters company has for vehicle equipment: 
1 Motor car, touring, for commanding officer. 
1 Motorcycle, with side car, for first class private, assistant 

chauffeur, as messenger. 
1 Truck, baggage and ration. 

Individual quartermaster, ordnance, and medical property to 
which its members are entitled are of course the same as that 
for enlisted members of any motor truck company. 

The baggage and ration truck should be supplied with the unit 
truck equipment. 

General company equipment, kitchen equipment, supply of 
blank forms to which the company is entitled may be figured 
according to its proportion of strength with the motor truck 
company. 

Its supply of stationery would be kept with that of Supply 
Train headquarters, and twice the periodical allowance for one 
motor truck company would surely be needed. 

The motor veliicle equipment of the medical department in- 
cludes : 

1 Ambulance, motor. 

2 Motorcycles with side cars. 
1 Truck, cargo, 2-ton. 



Equipment for a Motor Truck Company 107 

K. SPARE PARTS. 

S])are parts are divided into two classes : First, those common 
to all machines, like tubes, tires, etc., and, second, those special 
for the different makes. The main supply depot is in Paris and 
an agent from each army park goes daily to the depot and 
secures personally the supplies needed. Mistakes are thus 
avoided. This depot can manufacture almost any type of spare 
part. Partly worn-out pieces, tools, etc., are sent to the depot 
to be made over. 

To show the number of spare parts required, it is only neces- 
sary to point out that if the supply was stopped for one month 
50 per cent, of the vehicles would be out of commission. 

The follovv^ing table lists in detail the spare parts required for 
a three-ton Packard train. This list was tabulated from detailed 
information showing all such Packard parts shipped by the 
Southern Department during the past fifteen months. Many 
parts, for which the demand is infrequent, have been omitted 
in order to prevent the accumulation of heavy parts. 

This table will also be found most valuable as a guide and 
basis for determining the requirements in spare parts for trains 
equipped with other designs of trucks. 

(c) No Spare Parts over and above absolute requirements 
for immediate use will be kept on hand by companies quar- 
tered at a Parts Depot and supplied directly therefrom. 

While it is contemplated that under the severe stress of active 
service with the consequent damage and destruction of material, 
the spare parts required will be "A" for ten days, "B" (twice 
"A") for twenty days, and "C" for thirty days, for light service 
of the interior equipment "A" should suffice for thirty days. 

It is further contemplated that troops absent from the base 
will in REQUISITIONING FOR SPARE PARTS, wire or 
otherwise call for replacement by complete lists, i.e., "A," "B" 
or C" as circumstances warrant, thus avoiding long and tedious 
work in the preparation of requisitions which will at the best be 
incomplete and inaccurate. 

Bulk and Weight. — The following information with refer- 
ence to bulk and weight of "Spare Parts, Table No. 19," will serve 
to determine the limits which conditions may make necessary 
or convenient to carry. 

Equipment No. of Boxes Aggregate No. Gross Weight 
3 ton Packard (standard) of pieces lbs. 

"A" 9 2532 2203 

"C" 36 7674 8469 . 

LIST OF SPARE PARTS 

Part No. Name "A" "B" "C" 

3078 Castle nut 10 

3082 Castle nut 25 

3088 Castle nut 25 



108 Equipment for a Motor Truck Company 

l^art No. Name "A" "B" "C 

3091 Castle nut 20 

3096 Castle nut 20 

3104 Castle nut 10 

3108 Castle nut 10 

3006 Plain nut 10 

3008 Plain nut 30 

3015 Plain nut ; SO 

3022 Plain nut 50 

3029 Plain nut 30 

3037 Plain nut 10 

3065 Plain nut 10 

3092 Plain nut 10 

'3127 Plain nut 10 

3134 Lock nut 20 

3138 Lock nut 20 

3140 Lock nut 20 

3523 Castle nut 5 

3526 Castle nut 5 

3760 Screw 10 

3777 Screw 10 

4134 Screw N. P 10 

3111 Set screw 10 

4115 Set screw 10 

41 16 Set screw 10 

3782 Machine screw 10 

3783 Machine screw 10 

3009 Nit N. P 10 

3131 Check nut 10 

3134 Check nut 10 

4000 Key 5 

4001 Key 5 

4023 Key 5 

4039 Key 5 

4550 Woodruff key 5 

4551 Woodruff key 5 

4555 Woodruff key 5 

4556 Woodruff key T. . . . 5 

4557 Woodruff key 5 

4558 Woodruff key 5 

4559 Woodruff key 5 

3813 Pin clevis 10 

3815 Pin clevis 10 

3816 Pin clevis 10 

3819 Pin clevis 10 

3826 Pin clevis 10 

3829 Pin clevis 20 

3847 Pin clevis 10 

3852 Pin clevis 10 

4449 Pin 5 

4637 Pin 5 



Equipment for a Motor Truck Company 109 

Part No. Name "A" "B" "C" 

4708 Pin 5 

4832 Wood screw 10 

4829 Wood screw 10 

Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 
Varying from "A" as minimum to three times "A" as maximum. 

LIST OF SPARE PARTS 

Part No. Name "A" 

4921 Wood screw 10 

4952 Wood screw 10 

3364 Clamp bolt 10 

3365 Clamp bolt 10 

3366 Clamp bolt 10 

3417 Clamp bolt 10 

2999 Bolts 10 

3305 Bolts 10 

3298 Bolts 10 

3315 Bolts 10 

3325 Bolts 10 

3332 Bolts 20 

3338 Bolts 10 

3343 Bolts 10 

3345 Bolts 10 

3350 Bolts 10 

3354 Bolts 10 

3374 Bolts : 10 

3394 Bolts 10 

3401 Bolts 10 

3484 Bolts 10 

3492 Bolts 10 

4066 Bolts 10 

4076 Bolts 10 

4666 Bolts 10 

3172 Stud 20 

3193 Stud 10 

3237 Stud 20 

5614 Stud 10 

5615 Stud 10 

5616 Stud 20 

5617 Stud 10 

5625 Stud 10 

5626 Stud 10 

5635 Stud 5 

5636 Stud 5 

5645 Stud 10 

5646 Stud 10 

6747 Stud 10 



110 Equipment for a Motor Truck Company 

Part No. Name "A" 

5655 Stud 10 

3940 Key 10 

3961 Key 10 

3996 Key 10 

40389 Motor connecting rod bolt 32 

56906 Steering cross tube ball socket casing 

cap bolt 20 

EXHAUST MANIFOLD 

(None) 

POWER PRESSURE PUMP 

65644 Gas, power pressure pump cyl. gasket. . 4 
' Gas, power pressure pump cyl. pist. and 

valve assembly 1 

664029 Gas, pow'er pressure pump eccentric rod 1 
5401 Gas, power pressure pump tube elbow 4 
Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 
Varying from "A" as minimum to three times 'A" as maximum. 

LIST OF SPARE PARTS 

IGNITION 

Part No. Name "A" 

02541 Ignition high tension cable to spark 

plug No. 1 assembly 3 

602501 Ignition high tension cable to spark 

plug No. 2 assembly 3 

602561 Ignition high tension cable to spark 

plug No. 3 assembly 3 

602601 Ignition high tension cable to spark 

plug No. 4 assembly 3 

67100 Ignition spark plug assembly, ^xl8 

thread 33 

42123 Ignition spark plug gasket, % inside.. 33 

073637 Magneto breaker complete 3 22 

073641 Magneto breaker buffer spring 6 

073649 Magneto breaker cover spring and stud 

assembly 6 

073042 Magneto breaker contact screw (with 

platinum point) 12 

073651 Magneto breaker and bearing holder 

screw 3 

073652 Magneto breaker finger spring 6 

073653 Magneto breaker finger spring screw.. 6 

073654 Magneto breaker grounding screw.... 12 

073655 Magneto breaker lever complete (with 

platinum point) 6 



Equipment for a Motor Truck Company 111 

Part No. Name "A" 

073656 Magneto breaker lever spring 3 

073657 Magneto condenser 6 

72684 Magneto and coupling ass'y (Dixie).. 2 

073661 Magneto distributor block complete... 3 

073662 Magneto distributor block thumb nut.. 6 

073664 Magneto distributor carbon brush and 

spring 33 

073665 Magneto distributor disc 10 

MOTOR SUPPORT 

(None) 

MOTOR VALVE 

56669 Motor valve 12 

408501 Motor valve roller and guide assembly 10 

21423 Motor valve roller and holder screw.. 5 

3020 Lock nut 5 

404141 Motor valve roller holder tube and 

roller assembly 6 

50725 Motor valve spring 2 

58431 Motor valve spring collar 4 

59214 Motor valve spring collar key 8 

Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 
Varying from "A" as minimum to three times "A" as maximum. 

LIST OF SPARE PARTS 

MOTOR WATER PUMP 

Part No. Name "A" 

60455 Motor water pump inlet elbow 1 

43034 Motor water pump inlet elbow gasket. 4 

55073 Motor water pump inlet manifold hose 4 
25244 Motor water pump inlet manifold hose 

clamp 2 

37710 Motor water pump shaft gland, large.. 1 

60457 Motor water pump shaft gland, small.. 1 

55054 Motor water pump shaft gland bushing 2 
51369 Motor water pump shaft gland bushing 

lock screw 4 

37712 Motor water pump shaft gland nut.... 2 

55094 Motor water pump shaft gland packing 50 

CLUTCH 

70223 Clutch casing plate assembly 7 

447221 Clutch shifter trust bearing sleeve 

grease ciip tube assembly 10 



112 



Equipment for a Motor Truck Company 



STEERING 

(None) 

STEERING KNUCKLES 

Part No. Name "A" 

58249 Steering knuckle pin 2 

3596 Nut 2 

59266 Steering knuckle cone and rollers in- 

board 1 

59267 Steering knuckle cone and rollers out- 

board 1 

24234 Wheel hub bearing-front cup inboard.. 1 

S9269 Wheel hub bearing-front cup outboard. 1 

FRAME 

(None) 
FOOT BRAKE 

58388 Foot brake actuating lever 1 

58389 Foot brake actuating lever pin 2 

56338 Foot brake actuating lever retract- 

spring 

56340 Foot brake adjusting yoke end, male.. 
41455 Foot brake adjusting yoke end, female 

56330 Foot brake block connecting rod 

56331 Foot brake block connecting rod stop. 

56332 Foot brake block connecting rod trun- 

nion 

56333 Foot brake block connecting rod trun- 

nion pin 

56334 Foot brake block connecting rod wing 

nut 2 

57427 Foot brake pedal retracting spring 2 

58400 Foot brake shoe lining 10 

4368 Rivet 120 

Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 
Varying from "A" as minimum to three times "A" as maximum. 

LIST OF SPARE PARTS 

TRANSMISSION 

Part No. Name "A" 

59540 Transmission case cover gasket 3 

64017 Transmission case front end gasket. ... 3 
20073 Transmission case front end oil drain 

plug 1 

20075 Transmission case front end oil drain 

plug gasket 3 



Equipment for a Motor Truck Company 11.^ 

Name "A" 

Transmission case oil filler plug gasket 3 
Transmission first and second speed 

pinion 2 

20106 Transmission gear shifter fork 1 

20104 Transmission gear shifter fork shaft 1 

20107 Transmission gear shifter lock 1 

20111 Transmission gear shifter lock plunger 1 

20109 Transmission gear shifter lock spring 2 

20110 Transmission gear shifter lock spring 

adjuster 2 

591731 Transmission reversing pinion and 

bushing assembly 2 

20250 Transmission reversing toggle link... 2 
20249 Transmission reversing toggle link tap- 
ped 2 

50090 Transmission reversing toggle link 

threaded 2 

40858 Transmission reversing toggle link pin, 

long 4 

20251 Transmission reversing toggle link pin, 

short 4 

50089 Transmission reversing toggle lever in- 
side 2 

343911 Transmission reversing toggle lever 

(outside) and spring stud ass'y-- 2 

20238 Transmission reversing yoke 1 

20239 Transmission reversing yoke stop screw 4 

BONNET 

(None) 

CHANGE SPEED 

(None) 

HAND BRAKE 

600261 Hand brake connecting rod-rear ass'y 4 

60030 Hand brake connecting rod-rear trun- 

nion 4 

60031 Hand brake connecting rod-rear trun- 

nion pin 4 

60032 Hand brake connecting rod-rear trun- 

nion wing nut 4 

60033 Hand brake intermediate lever-inboard 1 

60034 Hand brake intermediate lever-out- 

board 1 

Varying from Zero for Light Service to Twice "A" for Severe 

Field Service. 

Determined by condition of service, accessibility of base and 

consideration of weight and space. 
Varying from "A" as minimum to three times "A" as maximum. 



114 



Equipment for a Motor Truck Company 



LIST OF SPARE PARTS 

GASOLINE 

Part No. Name "A' 

0659931 Gasoline hand pressure pnnip handle 

and plunger assemblj' 1 

065995 Gasoline hand pressure pump piston 

rod 1 

065996 Gasoline hand pressure pump piston 

leather 10 

065997 Gasoline hand pressure pump piston 

nut 2 

044149 Gasoline hand pressure pump piston 

• rod handle 2 

044150 Gasoline hand pressure pump piston 

rod handle nut 2 

066001 Gasoline hand pressure pump piston 

rod handle sleeve 2 

41667 Gasoline hand gauge 2 

213971 Gasoline tank drain cock ass'y 2 

232981 Gasoline tank inlet strainer ass'y 2 

54814 Gasoline tank outlet tube tee 2 

070911 Gasoline tank valve and lever ass'y- ■• 1 
605881 Gasoline tube ass'y 1 

RADIATOR 

606941 Radiator ass'y 1 

60708 Radiator outlet flange 1 

213971 Radiator outlet flange drain cock ass'y 3 

61040 Radiator outlet flange gasket 6 

60723 Radiator side support bracket pin 2 

60731 Radiator to water pump hose 6 

25244 Radiator to vi^ater pump hose clamp.. 3 

53202 Radiator to water pump hose stififener 6 

59657 Motor cylinder to radiator hose 6 

073676 Magneto distributor stud nut with 

spring 3 

073667 Magneto distributor block clamp 3 

073668 Magneto gap protector 3 

073690 Magneto winding 3 

72670 Switch board ignition coil (Dixie)... 2 
074110 Switch board ignition coil contact 

screw 6 

974144 Switch board ignition vibrator spring 

assembly 12 

ACCELERATOR 

(None) 

CAM SHAFT 

(None) 



Equipment for a Motor Truck Company 115 

CARBURETOR 

Part No. Name "A" 

561661 Motor carb. air valve assembly 3 

55600 Motor carb. air valve adj. nut 3 

3148 Lock nut 6 

5500 Washer 6 

Varj'ing from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 

Vaiying from "A" as minimum to three times "A" as maximum. 

LIST OF SPARE PARTS 

CARBURETOR— Continued 

57680 Motor carb. air valve seat gasket 6 

4473 Motor carb. air valve seat screw 6 

55601 Motor carb. air valve seat spring, large 3 
46947 Motor carb. air valve seat spring, small 2 

5441 Motor carb. body hot water tube union 2 

CARBURETOR FLOAT 

210581 Motor carb. float assembly 2 

56163 Motor carb. float chamber drain plug 1 

56164 Motor carb. float chamber plug cap... 1 
210191 Motor carb. float chamber filter well 

assembly 2 

20075 Motor carb. float chamber filter well 

gasket 2 

21049 Motor carb. float chamber needle valve 4 
44712 Motor carb. float chamber needle valve 

cap 2 

Motor carb. float chamber needle valve 

collar 2 

Motor carb. float chamber needle valve 

seat 4 

Motor carb. float chamber needle valve 

seat gasket 4 

Motor carb. float chamber vent tube 

assembly 2 

53321 Motor carb. spray mixing tube 3 

5328 Motor carb. spray mixing tube screw 

B. P 6 

Motor carb. spray tube assembly 3 

Motor carb. spray tube gasket 2 

Motor carb. to water pump cock 3 

CONNECTING ROD 

Motor connecting crank shaft bushing 
assembly 8 



116 



Equipment for a Motor Truck Company 



CRANK CASE 

Part No. Name "A" 

60355 Motor crank case gasket, right 4 

60354 Motor crank case gasket, left 4 

20073 Motor crank case oil gasket hole plug. 1 

20075 Motor crank case oil hole plug gasket 6 

478021 Motor crank case overflow valve ass'y 1 

5421 Motor crank case lower half pipe plug 4 

CYLINDER 

48563 Motor cylinder pet cock 4 

42451 Motor cylinder pet cock connection... 4 

19455 Motor cylinder top plug gasket 6 

62020 Motor cylinder valve chamber plug ex- 

( haust 3 

62019 Motor cylinder valve chamber plug 

inlet 3 

Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 
Varying from "A" as minimum to three times "A" as maximum. 
LIST OF SPARE PARTS 

Part No. Name "A" 
56677 Motor cylinder valve chamber pkig 

gasket 50 

60675 Motor cylinder water chamber cover 

gasket 2 

61040 Motor cylinder water chamber cover 

outlet elbow gasket 2 

40429 Motor cylinder water inlet manifold 

gasket 2 

FAN 

630951 Motor fan assembly 1 

44146 Motor fan adjuster 1 

22016 Motor ball bearing, front 1 

22018 Motor fan ball bearing, rear 1 

22008 Motor fan bearing spindle 2 

22011 Motor fan bearing spindle lock 2 

22010 Motor fan bearing spindle nut 4 

60382 Motor fan belt 25 

59005 Motor fan belt screw 20 

3002 Nut 20 

3905 Washer 20 

42109 Motor fan driving pulley bearing. ... 1 
44739 Motor fan driving puik-y bearing gas- 
ket 2 

5502 Lock washer 6 

51199 Motor fan driving pulley nut 1 

548377 Motor fan driving pulley nut gasket.. 1 

51200 Motor fan driving pulley nut set screw 2 



Equipment for a Motor Truck Company 117 

FLY WHEEL 

(None) 

MOTOR GEARS 

(None) 

GOVERNOR 

Part No. Name "A" 

60390 Motor governor ball 2 

60392 Motor governor ball carrier bushing. . 1 
3109 Motor governor ball carrier retaining 

nut 1 

60393 Motor governor ball pin 2 

60394 Motor governor ball spring 2 

604041 Motor governor housing cover ass'y-- 1 

60406 Motor governor plunger 1 

60409 Motor governor plunger pin 1 

60410 Motor governor plunger spring 2 

60411 Motor governor plunger spring seat... 1 

60412 Motor governor plunger spring seat 

adjusting nut 1 

60413 Motor governor shaft 1 

60415 Motor governor shaft end 2 

60416 Motor governor shaft pin 2 

4111 Motor governor shaft pin lock screw.. 2 

Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 

Varying from "A" as minimum to three times "A" as maximum. 

LIST OF SPARE PARTS 

OIL MANIFOLD & OIL PUMP 

Part No. Name "A" 
604191 Motor oil manifold to press-gauge tube 

assembly 1 

66946 Motor oil pressure gauge 1 

073261 Motor oil pressure gauge glass 2 

4954 Wood screw 6 

620761 Motor oil pump assembly 1 

57681 Motor oil pump body gasket 3 

61812 Motor oil pump to crank case stud, long 3 

60420 Motor oil pump driving shaft, inter- 

mediate 2 

60421 Motor oil pump outlet tube elbow 1 

604231 Motor oil pump outlet tube front 

assembly 1 

604251 Motor oil pump outlet tube rear 

assembly ] 



118 Equipment for a Motor Truck Company 

Part No. Name "A" 

57445 Motor oil pump outlet tube union.... 1 
57096 Motor oil pump outlet tube union 

gasket 2 

62002 Motor oil pump strainer cover gasket 2 
618231 Motor oil pump strainer and rein- 
forcement assembly 1 

223231 Motor oil strainer assembly 1 

53326 Motor oil strainer gasket 4 

57576 Motor oil strainer housing gasket 2 

PISTON 

' (None) 

STARTING CRANK 

60430 Motor starting crank hanger spring.. 2 
510791 Motor starting crank shaft clutch 

housing assembly 4 

57697 Motor starting crank shaft housing 

gasket 6 

23754 Motor starting crank clutch pin 3 



STEERING 

(None) 

UNIVERSAL 

20821 Universal joint dust cover ass'y 

(leather) 6 

22699 Universal joint front collar ass'y 1 

5422 Universal joint front collar plug 10 

20784 Universal joint front end 1 

24483 Universal joint shaft front bumper. ... 6 

20788 Universal joint shaft front block 4 

20789 Universal joint shaft fron: pin 2 

SPRINGS 
These Three Items To Be Wrapped in Burlap 

582611 Steering conn, rod ass'y 1 

0652101 Front axle spring and bushing ass'y- • 3 
0652111 Rear axle spring and bushing ass'y 2 

Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 

Varying from "A" as minimum to three times "A" as maximum. 



Equipment for a Motor Truck Company 

LIST OF SPARE PARTS 
SPRINGS— Continued 

Name "A" 

Front axle spring pin front right 1 

Front axle spring pin front left 1 

Front axle spring pin rear 2 

Front axle spring clip saddle 1 

Front axle spring clip nut 4 

Lock washer 6 

Lock washer 6 

Rear axle spring clip nut 4 

Rear axle spring pin 2 

Front axle spring rebound clip long... 4 
Front axle spring rebound clip long 

bolt and nut 4 

Front axle spring rebound clip short.. 4 
Front axle spring rebound clip short 

bolt and nut 4 

Rear axle spring rebound clip long.. 4 
Rear axle spring rebound clip long 

bolt and nut 4 

Rear axle spring rebound clip short.. 4 
Rear axle spring rebound clip short 

bolt and nut 4 

OILER AND GREASE CUPS 

Motor fan bearing grease cup 2 

Motor support beam pin oiler 6 

Clutch pedal shaft oiler 12 

Clutch shaft bearing grease cup 6 

Clutch shifter thrust bearing grease 

cup 3 

Steering knuckle cap oiler 4 

Front axle spring pin oiler 12 

Front axle spring pin oiler elbow 12 

Stearing worm wheel grease cup 4 

SWITCH BOARD 

60891 Switchboard control hand lever ass'y6 3 

TOOL EQUIPMENT 

22120 Oil can (with long spout) 3 

24343 Tool box hammer l^^ lb 1 

22920 Tool box hammer ^ lb 1 

22104 Tool box pliers 2 

46703 Tool box double head wrench 1 1/16 

xl^ 2 

46704 Tool box double head wrench 15/16 

xl 2 

46705 Tool box double head wrench ^x^ 2 



119 



120 Equipment for a Motor Truck Company 

Part No. Name "A" 

46706 Tool box double head wrench 15/16 

^H 2 

46707 Tool box double head wrench 7/16 

x/2 2 

47669 Tool box double head wrench ^ 

x5/16 2 

22103 Tool box screw driver 6" blade 2 

55505 Tool box screw driver 3" blade 2 

621481 Tool box equipped 1 

Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
(Consideration of weight and space. 

Varying from "A" as minimum to three times "A" as maximum. 

LIST OF SPARE PARTS 

HAND BRAKE BLOCK 

Part No. Name "A" 

57987 Hand brake cam lever 2 

REAR AXLE 

58976 Rear axle brace rear end pin oiler ex- 
tension 20 

69834 Rear axle case oil hole plug 2 

47587 Rear axle case oil hole plug gasket... 6 

58022 Rear axle shaft oil hole 2 

58029 Rear axle shaft driving ring plate 

bolt key 6 

DIFFERENTIAL 

57970 Differential driving worm thrust bear- 

ing 2 

57971 Differential driving worm thrust bear- 

ing cup 1 

57972 Differential driving thrust bearing cap 

gasket 6 

TOQUE ARM 

(None) 

WHEELS 

59024 Wheel hup cap and odometer front- 
right 1 

Varying from Zero for Light Service to Twice "A" for Severe 
Field Service. 

Determined by condition of service, accessibility of base and 
consideration of weight and space. 

Varying from "A" as minimum to three times "A" as maximum. 



Equipment for a Motor Truck Company 121 

MARKING AND STENCILLING 

(See A. R. 295) 

Individual Equipment. — All articles of personal and truck 
equipment will be plainly marked with the numerical designa- 
tion of the company, as prescribed by existing regulations of 
the War Department. 

Each member of the company will be assigned a number and 
each article of personal or unit equipment issued to an indi- 
vidual will be marked with the number assigned to him. 

Company Equipment. — All articles of general equipment 
will be plainly marked with the company designation. The let- 
ters in marking articles of personal, unit or general equipment. 
Example of marking as follows : 

CO. "A," 301ST SUPPLY TRAIN 

The number assigned to the individual to whom equipment is 
issued will be placed below the Co. A 301st Supply Train. 

All marks will be neatly stencilled in black, using standard 
stencil for this purpose. Marking with ink, indelible pencil, 
etc., by individuals is strictly prohibited, and the value of the 
articles so mutilated will be charged to the individual. 

Articles of equipment which cannot be marked by stenciling 
will be stamped with a steel die, a set of which is included in 
each company equipment. 

Trucks and Truck Equipment. — Motor trucks will be num- 
bered as follows : the first number or numerals, will indicate 
the number of the company. Vehicles will be numbered serially 
from 1 to 32, example : 

All cargo trucks from 01 to 27 inclusive 
Repair car 28 

Baggage and ration Truck 29 
Gasoline carrying trucks 30 to 31 
Company Commander's car 32,. 

All trucks will be marked on tHe second panel from rear end 
on each side, as shown by the following example. Block letters 
3 inches high : "301 Sp. Tn." Then, immediately below, in block 
letters 10 inches high, the number of the truck Co. 4, No. 01 
back part of truck number 1% inches thick. 

On the front of the truck, the upper part of the dash will be 
stencilled as follows : 

U Co. A Q 

S Sp Tn M 

A 301 C 
Block letters 2i-4 inches high; block figures 10 inches high; 
black part l]/^ inches thick. 



N. B. * Present markings will not be disturbed until com- 
panies are reorganized. 



122 Equipment for a Motor Truck Company 

The tail gate will be stencilled with the number of the truck 
Co. A, No. 01 in block letters, 19 inches high, black part \% 
inches thick. 

Truck covers will be stencilled on right and left side, in letters 
3 inches high, as follows: Co. A, No. -01. 

The following data will be placed in successive lines on the 
rear panel on right side of body, in letters 1 inch high, as 
follows : 

Weight lbs. 

Ins. body ft. 

Ht. at bow ft. 

Capacity lbs. 

Put way bills below. 

Underneath this last line, the panel will be printed in black 
slate paint. The portion of the panel so painted should be 10 
inches high. 

Roadster will carry a number plate on the front and rear, 
of sufficient size to permit block numbers 6^ inches high, to 
be used, and will be marked as follows : 

U Co. A Q 
S 301 M 
A Sp Tn C 

Block letters 2 inches high, block number 6>4 inches high. 

On each door panel of each company commander's car, in 
tlock letters 3 inches high as follows : 

CO. "A," 301ST SUPPLY TRAIN 

All equipment pertaining to Motor Truck Companies will be 
marked with the number of the company. 

As the plate bearing the manufacturer's serial number is not 
securely fastened to the truck, the serial number of a truck is 
often lost, causing a great deal of inconvenience thereby. To 
prevent trouble of this nature, both the manufacturer's serial 
number and the motor number of the truck will be stencilled 
in black paint on the right side member of the frame of the 
chassis near the forward end of the frame. Clear cut one-inch 
stencils will be used for this purpose and numbers will be puf 
on as follows : 

S. No 

M. No 

Company commanders will personally verify both serial and 
motor number as thus painted on chassis, and should the motor 
of a truck be changed, the new number will replace that on the 
chassis, and a note thereof made in the proper company record. 



Equipment for a Motor Truck Company 123 

M. SALVAGE 

Salvage Depai-tments for the systematic recovery of all pos- 
sible values from broken, defective worn out or absolete mate- 
rial arising from the repair of motor equipment of all kinds 
have been established and officers are charged with forwarding 
to this park all worn out broken or defective material which 
may accumulate at their stations. 

All solid tires installed on motor vehicles and trailers will be 
continued in use until the rubber is worn to within one-half- 
inch above the steel channel of the tire. All trimmings from 
these tires will be carefully preserved and turned in to the 
Salvage Department. 

Tires which have been thrown ofif from the steel channels 
before the tire is worn out will be preserved with a view of 
their exchange, as throwing oflf under the conditions cited above 
is an indication of defect in the tire, which normally calls for 
replacement by the manufacturer. Tires discarded under this 
paragraph will be tagged with the amount, approximately, of 
mileage gotten from them up to date of removal and forwarded 
to the Salvage Department for necessary adjustment. Sheet 
iron automobile bodies which are bulky should not be sent in. 

N. SAFEGUARDING SMALL ARMS 

Rifle arm lockers only will be issued to organizations for the 
safe keeping of small arms. Officers who are responsible for 
small arms and who neglect to obtain these lockers will be re- 
garded as not having taken reasonable precaution to prevent 
such loss. 

When troops are operating in the field, responsible officers 
are not required to take arm racks or arm lockers with them 
for the safe keeping of small arms, unless it is convenient to 
do so ; but a system will be devised in the organization which 
will provide reasonable precautions for the safekeeping of arms 
under the particular field conditions to which the troops are 
subjected. When the troops operating in the field are required 
to be armed at all times, each individual will be held responsible 
that he takes reasonable precautions for the safekeeping of 
arms issued to him. When, for any reason, troops so operating 
are not permitted to be armed at all times, responsible officers 
will have the arms safeguarded under conditions that will pro- 
vide reasonable precautions for their safekeeping. When arm 
racks or arm lockers are not available, arms will be safeguarded 
when not in actual possession of officers and enlisted men. 

O. REQUISITIONS, ACCOUNTABILITY. 
RESPONSIBILITY 

Requisitions will be submitted by truck company commanders, 
to the Train Supply Officer or where it is operating_ separately 
through the officer in charge of motor transportation at the 



124 Equipment for a Motor Truck Company 

station where they may be serving, and where no officer has 
been so designated, through the quartermaster of the station 
or district to which the company is assigned to duty. 

Requisitions must be made on the proper form prescribed by 
each department by which the articles specified are supplied, 
and will be accounted for by the Supply Officer or by truck com- 
pany commander where company is operating separately in the 
manner prescribed by Army Regulations for accountability of 
property. 

Requisitions for spare parts for motor propelled vehicles will 
bear on the face of the requisition a statement showing the 
number of each article that is needed for immediate repairs and 
the number that is wanted for stock. 

' Articles lost, damaged, or destroyed, by carelessness or lack 
of proper care on the part of the individual to whom issued, 
or who is responsible therefor, will be charged to the individual, 
and the value thereof deducted from any pay or allowance 
which may be due at the time of next payment. 

Articles which are worn out by fair wear and tear, or lost 
under circumstances which indicate that there was no careless- 
ness or neglect on the part of the person responsible therefor, 
will be accounted for by survey, as prescribed in Army Regu- 
lations. 

Officers in command of truck companies are cautioned that 
proper care, supervision, and frequent inspection of articles of 
equipment will be required of them. They will also be held 
to a strict accountability for the proper care of all articles of 
equipment. The provisions of the Army Regulations in regard 
to care and accountability for property will be enforced. 

When an officer is relieved from command of a truck com- 
pany, or is temporarily absent therefrom, he will transfer to his 
successor, or to the officer temporarily designated to relieve him, 
all articles of equipment for which he is accountable or respon- 
sible, and such transfer will be strictly in accordance with pro- 
visions of Army Regulations and orders of the War Department. 

Attention is invited to provisions of law and regulations that 
o)ily commissioned officers of the regular Army, or U. S. Volun- 
teers, or Militia, duly mustered into the service of the United 
States, are authorized to hold or account for Government 
property. 



CHAPTER VI 
THE OPERATION OF A MOTOR TRUCK COMPANY 

Part 1 
FORMATIONS 

The formations required of a truck company may be classed 
generally as formations for road, park and inspection. 

Road Formations. — The normal road formation is column 
of trucks, with fourteen yards distance between trucks, giving 
the truck company a road space of 800 yards. The distance 
between trucks may be increased or decreased at the discretion 
of the Company Commander according to conditions of the 
march. When conditions permit, distances will be habitually 
increased. The distance between trucks should never be less than 
one truck length, and then only for very slow rates of speed. 
When the company halts, trucks close up to one yard distance 
without command before halting. 

Park formations. — The company may be parked either in 
line, double line, column of sections, or exceptionally in 
column or corral: 

1. Line. — Trucks are in line normally with 2 yards interval 
between trucks. A greater or less interval may be ordered by 
the company commander according to parking space available. 

2. Double line. — Trucks are formed in two lines, trucks facing 
each other, with a distance of 1 yard between radiators of op- 
posite trucks, and 2 yards interval between adjacent trucks. A 
greater or less interval may be ordered by company commander. 
This is the preferable parking method for permanent camp or 
in such places where space or tactical situation permits. In this 
formation the trucks are easily accessible from all sides for 
work, and the motors being together on either side of a central 
line enables the mechanics to more easily superintend the repair 
work, as the greater amount that they are called upon to perform 
pertains to the motor and forward end of chassis. 

3. Column of sections. — Sections are in line, with interval of 
2 yards between trucks, and distance of 14 yards between sec- 
tions. These distances and intervals may be varied at the dis- 
':retion of the company commander. 

4. Column or corral. — (a) Column: This method of parking 
is used only where sufficient lateral space is not available for 
one of the other formations. This would be the case when the 
company is in bivouac along a road not permitting a line forma- 
tion. In this case, the distance between trucks should be reduced 
to a minimum, not over 1 yard at the most, (b) Corral : The 
trucks may be parked so as to form a closed corral for defense. 

125 



126 The Oi'Eration of a Motor Truck Company 

This is an exceptional method and very rarely resorted to. 
(c) Formation for inspection : The formation for inspection 
will be either in line or in column of sections. Interval between 
trucks 2 yards. Distance between sections 14 yards. 

Inspection 

Position of "Prepare for inspection" : Men will stand at at- 
tention, driver one foot from front fender on side of driver's 
seat and on a line with the front of the radiator. Assistant 
Truckmaster in a corresponding position to the driver but on 
the opposite side of the right truck in section. 

Assistant chauffeurs and mechanics in a position correspond- 
ing to that of the driver but on the opposite side of the trucks 
in which they ride. Truckmasters in line on the right of the 
rank. Company Commander one yard in front of his roadster. 

Bonnets of all trucks and automobiles will be raised so as to 
expose the motor. All articles of equipment will be laid out 
so that the company stencils are plainly visible. 

All truck equipment will be laid out in a uniform manner on 
the ground alongside of tool box. 

Articles of personal equipment will be laid on the shelter 
half, rear of the shelter half being one yard in front of the 
radiator, and in front of each individual. All tool boxes or 
other receptacles will be open to show interior. Seat cushions 
will be raised to expose under side. 

Part 2 

INFANTRY WORK IN THE FIELD 

Dismounted Instruction 

The Company, without truck equipment, marches and man- 
oeuvres by the methods and means prescribed in the Infantry 
Drill Regulations, 1911. Every effort will be seized by Company 
Commanders to give their men instruction in the "School of 
the Soldier" and "School of the Squad." (I.D.R. par. 48 to 
158). Members of motor truck companies are soldiers before 
they are anything else, and officers must not lose sight of this 
fact. 

Small Arms Practice 

Instruction. — When conditions permit, instruction will be 
given each day to such men as are available in the care and 
use of the rifle and pistol, as outlined in pars. 1 to 70 (Chapters 
1 to 111 inclusive) Small Arms Firing Manual), 1913. This in- 
struction will be continued until all men are proficient, and 
thereafter given at such intervals that when opportunity pre- 
sents itself for range practice, the company will be prepared. 



The Operation of a Motor Truck Company 127 

Equipment. — With this in view, each company will provide 
itself with the following equipment, to wit : 
One sighting bar — Pa. 16, S.A.F.M. 
Two Sighting Rests for Rifle, etc. Pa. 17 S.A.F.M. 

Instructors. — At least two non-commissioned officers, espe- 
cially qualified, will be detailed for this duty and will, under 
the direct supervision of the Company Commander, act as in- 
"structors of the company. 

Officers will impress upon their men that thorough and con- 
stant practice in preliminary instruction and pointing and aiming 
drills are the basis of successful military shooting. 

Part 3 
VISUAL AND WHISTLE SIGNALS 

"Attention." — One long blast of whistle. Drivers retard 
spark, set throttle and air control, then stand at attention one 
foot from front fender on side of driver's seat, and on line 
with front of radiator; eyes in direction of section master. 
Assistant drivers and mechanics in corresponding position on 
opposite side of trucks on which they ride. Assistant truck- 
master three yards in front of center of his section, if in line ; 
three yards in front and one yard on right of flank of his sec- 
tion, if in column. Truckmaster six yards in front of center of 
company if in line ; six yards in front and one yard to right 
of flank leading truck if in column. Company Commander 
one yard in front of truckmaster. 

"Start Motors." — Make a, circular motion in front of body 
with right hand and arm, simulating the operation of cranking 
the motor. Drivers turn on spark and crank motor : as soon as 
motor runs, replace crank to running position, advance spark, 
and take position in drivers seat, keeping eyes on section master. 
Mechanics and spare drivers take their seats at same time as 
drivers. Each assistant truckmaster faces his section until the 
motors therein are in running, and then faces about and looks 
toward the truckmaster. 

"Stop Motors." — Extend right arm laterally to horizontal 
position, and then move same down several times. Each driver 
stops his motor.' Assistant truckmasters descend and take posi- 
tions where they can see signals given by Company Commander. 

"Forward." — Carry the hand to the shoulder, straighten 
and hold the arm horizontally thrusting it in the direction of 
march. In moving out from line or column, trucks follow each 
other at distance of fourteen yards (two trucks length). This 
is the normal distance for a moving column unless otherwise 
specified in command. 



128 The Operation of a Motor Truck Company 

"Halt." — Hold arm fully extended in vertical position as 
in I.D.R. When column is halted, trucks close up to distance 
of one yard. 

"Forward." — 2 short blasts of whistle. 

"Halt."— 1 long blast of whistle. 

"Backward." — 3 short blasts of whistle. 

"Change Direction." — Bring the hand to the shoulder and . 
thrust the arm in the direction desired. 

"Chains On." — Raise both hands above the head, fingers 
touching, thus forming a circle. 

"Chains Off." — Raise both hands as in chains on, then 
•bring arms, fully extended, to the horizontal position. Repeat 
several times. 

Complicated signals are difficult to observe and should be dis- 
couraged. Rear trucks conform to the movements of those in 
front, the drivers watching their leaders carefully for indica- 
tions as to contemplated movements. 

Part 4 
ROAD ROUTINE AND MARCHING 

Order of March. — The order of sections in column should 
ordinarily alternate daily. The repair car should be in rear of 
train, the kitchen car being in front. It is sometimes advisable 
to have one of the gasoline carrying trucks in the center of the 
train, but there should always be at least one at the rear, im- 
mediately in front of the repair car^ Cooks and mess sergeants 
ride well towards the head of the train in order to start pre- 
paring the meal on arrival at camp. The Company Commander 
rides wherever he judges his presence necessary, but it is 
especially in rear that he will be best placed to render his super- 
vision efficient. The Truckmaster rides wherever the judgment 
of the Company Commander dictates. The assistant truck- 
masters ride in the various trucks of their sections where they 
can most efficiently conduct the operation of their sections. The 
chief mechanic rides in the repair car. The assistant mechanics 
may ride either on the repair car or may be placed on trucks 
in the two forward sections of the train. 

Where the whole Supply Train is operating as a unit, the 
motor ambulance will ordinarily march as the last vehicle in the 
train. The Medical department motor-cycles and side-cars will 
march as directed by the surgeon. 

Distance between Vehicles. — Except on very dusty roads; 
those with heavy grades, and when road space is unimportant, 
where greater distances may be taken, the vehicles should be 
about fourteen yards apart. Due to variations in mechanism and 



The Operation of a Motor Truck Company 129 

skill of drivers, different vehicles do not ascend slopes at same 
speed, therefore, these distances will vary, but the leading vehicle 
sliould normally slow down after climbing a slope so that the 
train will not spread out too ninch. In some cases, after climb- 
ing or descendini; a difficult slope, the leading vehicle should stop 
to allow the train to close up. 

Rate of March. — This depends on condition of road, the 
amount and nature of cargo carried as well as on other incidents 
of the march. The leading truck should rarely take the maxi- 
mum authorized speed, as trucks in rear will have to exceed 
that speed. The speed should be as regular as possible, that all 
trucks may keep their distances without speeding. Never allow 
individual trucks to exceed authorized speed limit. 

March Discipline. — Vehicle must always keep well on the 
right of the road. This is especially necessary in operating on 
roads in field service, and must be rigidly enforced. The driver 
of each truck, personally or through his assistant chauffeur, 
should keep in touch with the trucks in rear, so that if any halt 
is made, he do likewise and give proper signal to trucks in front. 
Under no circumstances should a train spread out on the road, 
nor should individual drivers exceed the speed limit in catching 
up with the car ahead. This should be a constant preoccupation 
of all in authority in the company. If a truck stops, the 
entire train should stop. The Company Commander, or the 
truckmaster if so authorized, should ascertain the time required 
for the repair and nature of same. The Company Commander 
will promptly decide whether to halt the train until the repair 
is completed, leave the truck and sufficient personnel to make 
repair to later rejoin train, tow the truck, or to shift load and 
abandon truck. This decision will depend on the nature of the 
duty on which train is engaged, the distance to new camping 
place, or the urgency of the duty on which train is engaged. 
The Company Commander in deciding such cases, must remember 
that "service" is the mission of the company, and that it is no 
disgrace to abandon a truck whose mechanism has broken down. 
This point of service is one that the Company Commander 
should constantly bear in mind, as his subordinates are generally 
more interested in the mechanism of the truck, and are apt to 
lose sight of the purpose of the train, in their interest in the 
mechanism or in "demonstrating" the perfection of the par- 
ticular type of truck assigned to the train. 

No truck should be allowed to pass ahead of another without 
express order of the Company Commander. If a truck halts, 
all in rear will halt, and will not move ahead unless ordered 
by competent authority. The company will not pass a column 
marching in same direction without agreement with the Com- 
mander of that column. The senior officer of the units will 
decide the action to be taken. If the truck company is to pass, 
it is preferable for the other column to halt during the passage, 
especially if composed of marching troops. The same rules 



130 The Oteration of a Motor Truck Company 

hold in case the company crosses in line of march of another 
column. 

Road Difficulties. — These are due to the nature of the road 
surface, the grades or natural obstacles encountered. 

In muddy roads, it will be necessary to use chains on the 
traction wheels. If they are not sufficient, build a suitable track 
for wheels by utilizing any material available, such as brush, 
grass, etc. It is often advantageous to carry planks on the truck 
about 10 feet long and 4 inches thick and 6 or 8 inches wide, 
or pieces of 2x4 inch lumber, to place under wheel, between 
tires, to enable wheel to get sufficient traction. In case a truck 
has gotten across a mud hole safely, it is advisable to attach 
a sufficient long towing line to the other trucks and haul them 
):hrough by utilizing the truck working on hard ground. Simi- 
larily, it will often be necessary to haul a truck out of mud or 
sand in the same way. A handy substitute for the towing cable 
is a piece of 3-inch pipe about 10 feet in length made with suit- 
able clevis on each end, and to be used for both pushing and 
towing. 

Do not let truck wheels revolve uselessly, as that simply 
serves to dig it in deeper. In getting trucks through sand or 
mud, the greater part depends on the practical genius of the 
members of the company. 

In going up steep grades, or crossing streams, be careful to 
keep trucks far apart, to avoid any possible accident. A similar 
condition exists with reference to descending steep slopes. 
Brakes should not be relied on, but the gear should be set in a 
low speed and the motor used as a brake, to prevent burning 
out of brake bands. 

Hold a driver pecuniarily responsible for having his radiator 
smashed by collision. When crossing a railroad track at a grade 
crossing, or at any other dangerous place, station a man during 
the entire passage of the trucks to insure the safety of all 
vehicles. 

Halts. — About one-half hour after starting, the column is 
halted to allow a brief inspection of the mechanism, and for 
same purposes as a column of troops is likewise halted. There- 
after, a halt of ten minutes every two hours to rest the drivers 
and allow a brief inspection of the trucks. Ordinarily however, 
it will be found that those two-hourly halts are unnecessary, as 
there will be several halts between those hours due to mechanical 
or other trouble. 

Whenever the train halts, rigidly enforce the rule to stop 
motors. In case of a check on the road, each assistant chauffeur 
will immediately dismount and take station to observe Company 
Commander (or truckmastcr) who will at once investigate cause 
of delay and indicate by signal as to whether motors will be 
stopped. 



Thk Operation of a Motor Truck Company 131 

It is usual to make a mid-day halt of from thirty minutes to 
one hour duration, to permit a lunch to be eaten, to rest the 
drivers, and to make a more extended inspection of truck mech- 
anism. For this noon meal, it will be found advantageous to 
carry a fireless cooker to allow a hot stew to be served as well 
as a cup of coffee. These cookers may be readily improvised by 
placing a couple of large milk cans in boxes, properly insulated 
by the use of hay, straw, or similar material. 

Do not make the noon halt too long, as it is better to get into 
camp early than to use up time on the road and thus get into 
camp after dark. It will also be found that if the halt is long 
the men are apt to take naps, and thus will be half asleep and 
careless during the afternoon drive. Give them some hot food 
and a big cup of hot coffee, and they will drive as well in the 
afternoon as in the forenoon. 

Daily Marches. — The normal daily march for a motor truck 
company is sixty miles. This may be increased when the roads 
are excellent, or if conditions are very favorable. It likewise 
may be decreased if conditions are the opposite. 

Do not run after dark if not absolutely necessary — running 
at night is difficult, fatiguing and very conducive to accident. 

Daily Inspection and Upkeep. — On arrival at camp or 
bivouac, drivers will make a thorough inspection of their trucks, 
under supervision of assistant truckmasters, and all possible re- 
pairs will be made. In case of impossiblity of repairing a truck, 
the Company Commander decides as to the disposition of the 
truck and its cargo. If the train arrives late at night in the 
darkness, it is advisable, conditions so permitting, to make this 
inspection and repair on the following morning before leaving 
camp. 

Replenishment of Gasoline, Oil, Grease, etc. — As soon as 
trucks get into camp or bivouac, they should be replenished with 
the above supplies. By reason of the danger of fire, the gasoline 
tanks should be filled during day light. If this is impracticable, 
due to the lateness of the hour, the Company Commander decides, 
according to the special circumstances, whether to put this oflf 
until the following morning or to fill in the dark. In the latter 
case, great precaution should be taken. 

Electric lights of the trucks or flashlights should be used. There 
should always be a sufficient number of fire extinguishers handy 
and several pails of sand or soft earth to smother any gasoline 
that may take fire. If lanterns are in vicinity, they should be 
hung high, so that they will not ignite gasoline vapors, which, 
being heavier than air, sink to the ground. 

The rule to be enforced, unless conditions absolutely prevent, 
is to have all trucks filled with gasoline and oil and ready to 
I start as soon as possible after reaching camp. Do not put off 
, anything to the next day, if you can possibly avoid it. 



132 The Operation of a Motor Truck Company 

Part 5 

CAMP AND BIVOUAC 

Camp, — The diagram hereunder indicates a good general 
form for a permanent motor truck camp. This diagram should 
be regarded as a guide, the form being varied to suit local 
conditions. The ground used for the park should have a re- 
sistant soil, either gravel, macadamized or paved. A distance 
of tvfo truck lenghts is sufiEicient to enable a truck to enter or 
leave the line, and is the minimum distance allowable for trucks 
to enter or leave the park. 

' Bivouacs. — During road marches, it is often preferable to 
bivouac on the road, to avoid taking the trucks on the soft soil 
of fields. In such cases, two general proceedures are possible : 

(a) Where roadway is sufficiently wide or has practicable 
sides, place the trucks perpendicular to the roadway with the 
radiators away from the roadway, but keeping the traction 
wheels on firm ground, though clearing the roadway as much 
as possible. If the space on either side of roadway is sufficient, 
the company may thus be drawn up in two lines on either side 
of road. 

(b) Where the road is not sufficiently wide for the above, 
the train should be closed up in a column of trucks with a 
maximum of one yard distance between trucks, and placed as 
far to the right of the roadway as possible, leaving sufficient 
room on roadway to allow circulation of other vehicles. 

In each of the above cases, care should be taken to leave a 
clear passage way for passing vehicles. Precautions should also 
be taken to prevent accident from such vehicles. This may be 
done by placing lanterns or lights on end trucks, and by station- 
ing sentinels at both ends of the line or column to warn passing 
vehicles and to make them take a moderate rate of speed while 
passing the trucks. 

The normal camping rules as to sanitation should be rigidly 
enforced. All refuse should be burned or buried. This is 
especially necessary where the bivouac is made along the high- 
way. 

When in bivouac, the men will ordinarily sleep on trucks or on 
ground thereby, — the use of regular shelter tents being super- 
fluous. 

ARRANGEMENT OF CAMP 

Below is a standard arrangement for a motor truck company 
camp and written specifications for same, which were in use 
by a motor transportation unit on our southern border 



The Opkration of a Motor Truck Company 133 




134 The Operation of a Motor Truck Company 

Company Office Building. — The Company Office, twelve 
feet in depth, will occupy the south end of the building on the 
main camp street. Across the south gable will be a detachable 
sign bearing the company designation. The interior of the office 
will be uniform in arrangement, having a railing separating that 
part occupied by the Company Commander from the rest of the 
office. Each office shall be provided with furniture as follows : 

One table for Company Commander. 

One table for clerk. 

One table for field desk and one for typewriter. 

A substantial record chest, with lock of the size of the regula- 
tion packing box. 

' A cabinet for blank forms, measuring 12x40x40 with suitable 
shelves and pigeon holes. (Model in supply office). 

Storeroom. — The storeroom will occupy the remainder of 
enclosed portion of building as originally designed. Partition 
between office and storeroom to contain solid door, this door 
being ouside of office railing. Interior arrangement of store- 
room to consist of shelving and boxes as desired, approximating 
diagram. A door to be provided in middle of north end of store- 
room, this to be divided, the lower half to be utilized as counter 
for issuing supplies. 

A mechanic's work and tool room to be constructed across 
the entire north end of building, this room to have a depth of 
approximately lYz feet, the inner partition running to the roof 
and being attached to the second interior rafter from the north ; 
windows to be in each end and a single door opening inward 
in the center of the inner partition. Across the north end of this 
room will extend a workman's bench and on either side of the 
door against the south partition will be constructed suitable 
racks for tools, spare parts, etc. Between the storeroom and 
mechanic's room will be an open passageway which will be 
kept clear of all impedimenta and be utilized for placing trucks 
undergoing repairs. This space provides ample room for work- 
men, gives overhead protection and protection from the north. 
The engines of two trucks may be worked upon in this passage- 
way at the same time by placing the trucks with the radiators 
facing each other in the center line of the building. 

On the east side of building, a rack will be constructed for 
truck bows. Under rack will be stored tents, poles, lumber, 
bridge materials, etc. Oil drums will be placed on a rack on line 
with rear of building. 

Rules with Reference to Use of this Building. — No cots 
will be put in orderly rooms and no man permitted to sleep in 
orderly rooms. Not more than two men shall sleep in storeroom. 
Mechanic's room and tool room will not be used as living room. 
No loitering will be permitted in any part of the building. No 
man shall enter the storeroom without permission. Issues will 



The Operation of a Motor Truck Company 135 

habitually be made over the issuing counter in north end of 
storeroom. 

Mess Shacks. — General arrangement as per sketch. Par- 
ticulars as follows : Field range to be in northwest corner of 
kitchen. Base range to be built of brick and concrete, modeled 
after the one in 74th Company, timbers used in construction to be 
4"x4" for corners and 2"x8" for siding. 

Ice Box. — Ice box to be set in upright position from drain 
to outside of building and drip to be caught in keg or other 
receptacle; to have one shelf above for ice, open on both sides 
and behind to permit free circulation of air ; nothing to be put 
in direct contact with ice ; hooks to be provided for hanging 
meat; ice box to be cleaned daily and hot water poured through 
drain weekly. 

Receptacle Cans. — Three G. I. cans to each kitchen, one 
for sugar, one for flour and one for general purposes. 

Cook's Table. — Cook's table to be 3J^ feet high, top to be 
made of 2xl2's with removable 2x8 in center. Length of table 
10 ft. One shelf underneath of one inch material. At the ends 
of table, uprights, 2x4, three feet above table surface, and on 
these 2x6 with nails or hooks at regular intervals for hanging 
kitchen utensils. — (Model in Supply Office). 

Mess tables. — Design as at present, except that top board 
will be separated by a space of 1^ ins. 

Bins and Shelves. — In northeast corner, against the wall, 
shelves and bins are to be built in. Three bins will be im- 
mediately against the door, arranged with the potato bin larger 
than the other two. Beyond these, towards the ice box, will be 
a platform on which is to be set all containers of food and the 
three galvanized iron cans containing flour, sugar, etc. Above 
this will be three rows of shelves with equal distance between 
shelves. 

Kitchen Floors. — Kitchen floors at least three inches above 
dirt floor built of one inch material. 

Sinks for Dish Washing. — Sink for dish washing as per 
model in 22d Company, to be in small vestibule in southeast 
corner of mess shack. 

Bread Box. — Bread box as model in Supply Ofiice. 

Incinerators. — Incinerators to be two feet longer than the 
pan itself, and to have a double row of brick laid around 
incinerator pan reaching two and one half inches above top 
of pan. 

Wood Racks. — Wood racks to be in line with incinerators. 
I They are to be uniform modeled after rack in 74th Company 
J and to be whitewashed. Wood to be neatly piled at all times. 



136 The Operation of a Motor Truck Company 

Sand Boxes. — Sand boxes will be placed on the center line 

of the Company Park at extreme north end. Size of boxes 
5 ft. long; 2 ft. 6 in. wide; 1 ft. 6 in. high on south side; and 
2 ft. 3 in. high on north side; boxes to be painted olive drab, 
the north and south sides to bear company designation in 
block letters 10 in. high, black part 1J4 in- thick. — (C. of M. for 
M.T.G., No. 1, Nov. 8, 1917). 

The Field Range. — The following directions for the care of 
the field range were recently published by the Bakery Branch, 
Ofifice of the Quartermaster General : 

The field range can be made to do the work of an ordinary 
hotel range. All it needs is proper care and attention. See that 
it gets this. 

Don't build the fire too large. You may generate more smoke 
than the pipe can carry away. 

Cut the food small or slice it thin. The field range is in- 
tended to cook things quickly. Cut your roasts into small 
pieces. These cooked in a good hot oven will retain their juices 
and can be cooked in much less time. 

Use the boilers issued for the range. Don't use big boilers 
of from 20 to 25 gallons capacity. It requires more than three 
hours to bring the contents of these to boil. The weight is too 
much for the field range. The period of intense heat causes 
the boiling plate to sag and burn out. 

The issue boilers and bake pans give a total capacity of 49 
gallons of food which can be prepared at one time. With equip- 
ment A and two field ranges a meal for 250 men can be prepared 
in an hour. 

Set up the field range properly. Set the alamo on the right 
side of the range and see that it is set close enough so that no 
air can get in under the range except through the fire box. 
Place enough earth about one inch in height around the range 
so that this earth is higher than the width of the boiler away 
from the range. Thus if a boiler is set along the boiling plate 
it will lean toward the boiling plate. Articles of food may be 
set against the boiler plate and kept at a simmering point. 

To set up the range in a permanent camp, employ one of these 
three methods : 

Make a wooden frame six by six feet and 18 inches high. Fill 
it with earth, hay and old grass, with a little water. Leave a 
place for the fire box, ten inches deep at the opening, but tapering 
to four inches under the bake oven. Use flat rocks or brick 
about the fire box to keep the range level. Use a mixture of 
clay on the outside to aljout tlie height of the flange or straps. 

A second method is to follow this plan, using bricks instead 
of the wooden box. 

A third method is to build a brick wall, seven bricks high and 



The Operation of a Motor Truck Company 137 

four bricks wide on the side the boiling plate is to come. This 
again gives a place for keeping the food warm. 

J'^or a temporary camp, dig the trench for the fire box three 
feet and about 14 inches wide, tapering from the fire box to 
the hole in the boiling plate and from the oven to the hole in 
the boiling plate. About six inches away from the deepest part 
of the fire trench, dig a hole about 18 inches deep. With a rod 
or stick, punch a small passage at an incline from this hole into 
the fore trench. This can be used for disposing of the slop 
water, which will pass into the fire trench in such quantities as 
to be promptly evaporated. 

In using wood under the boiler plate insert it only about a 
foot at a time. Push it in further as it is consumed. If wood 
is used in too large quantities the fire will be too great and food 
will burn. 

Give the range a fair chance. It will do the work well. 

The Kitchen Range. — The following regulations relative to 
the care of Army kitchen ranges are in force in one of our 
National Army cantonments. 

1. The ash pit will be kept clean at all times. If ashes are 
allowed to accumulate to such an extent that they pile up and 
reach or nearly reach the grate, the same is apt to melt and 
burn out. In emptying fires, care will be taken that the grate 
is not forced back into place. If clinkers are stuck in the grate 
they should be removed before attempting to turn the grate 
back to its proper position. 

2. Fires should be so built that they will not reach up to or 
above the fire walls of the fire box. Best results are obtained 
by having the upper surface of the fire a little below the top 
of the fire box. When the fire is first built, it will be found 
necessary to open the drafts and allow a free circulation of air. 
When the fire is burning briskly, and a hot bed of coals has 
resulted, the drafts should be closed to prevent the escape of 
heat. The ash pit door should be kept in position and the 
amount of heat regulated by the slide. 

3. When necessary to prevent water pipes from freezing fires 
should be banked at night. When however, weather conditions 
no longer endanger the pipes, fires should not be banked but 
withdrawn at the end of the day's work. This will increase the 
life of the range and allow a fresh fire every day. 

4. The soot which accumulates on top of and beneath the oven 
chamber should be cleaned out at least twice a week. An accumu- 
lation of soot results in a loss of heat. 

5. It has been found by experience that a dry bone placed in 
the fire once daily tends to prevent the accumulation of clinkers. 

6. Burning of bacon rind, grease and other fatty substances in 
the range increases the heat to an abnormal degree, resulting in 
the fire box being burned out. This practice will be discontinued. 



138 The Operation of a Motor Truck Company 

7. A coal box should be kept in each kitchen in order that the 
coal may be dry and free from ice when put into the stove. 

8. A copy of this memorandum will be posted in each kitchen. 
For other data on the care of field and kitchen ranges, consult 

Manual for Army Cooks, 1916, which no officer in charge of a 
company mess should be without. 

Part 6 

ROAD WORK IN THE FRENCH SERVICE 

The following are notes on road regulations for motor trans- 
portation in the French Automobile Service, by a member of 
that service. 

We have now studied in some detail the different transporta- 
tion units. As I have already told you, all our work comes at 
the same time. When a movement takes place, it is necessary 
to bring up ammunition, supplies, troops, — all at about the same 
time, and when every one is in a hurry. It is, therefore, neces- 
sary to have the Automobile Service very carefully supervised 
and the authority assigning transportation units highly central- 
ized. The following general rules should apply : 

1. Up until the time of the transportation capacity of the dif- 
ferent units is not exceeded, all should be used. When this is 
passed, the general should not hesitate to call in all the speci- 
ally assigned vehicles to help in the work. 

2. Always carefully map out the roads that are to be used 
by the different transportation units, so as to prevent confusion, 
etc. In other words, plan the movements of your trucks in 
just the same way as the movement of trains on a railroad is 
planned. Do not overlook one line, and see that time is not 
lost in loading and unloading. We insist on this point, for the 
different General Staffs of the higher units must consider this 
phase and see that subordinate Headquarters do not interfere. 
Very often, after the original orders have been given, and on 
the ground of "extreme tirgence," a Section is taken off its 
route and sent elsewhere, and thus in its endeavor either to get 
to the new destination or to rejoin its old, finds itself mixed 
in and interfering with the movements of other formations. 
This has often occasioned the suspension of movements for a 
number of hours of this particular Section, due to the fact 
that in its endeavor to pass others in the same road, it has be- 
come stalled in the mud. This necessitates delay in waiting for 
a wrecking unit to pull it out, with the consequent impeding in 
the movement of the regular traffic on the same road. If con- 
fusion does not result, the original plan must always be followed. 

It is very difficult to issue general regulations for the move- 
ment of this transport on roads, because the cases all differ. 



The Oi'EUATioN of a Motor Truck Company 139 

Sometimes there are not many roads. This was the case in 
the Champagne battle, when we had only six perpendicular roads 
on which we could use trucks. 

Whenever it is possible different routes should be used for 
going and coming, in such a manner as to permit making a 
sort of "belt" line. If only one road is available, and if this 
road is wide enough to permit movement in both directions at 
the same time, arrangements must be made at both ends of the 
tape, permitting the trucks to turn around on a loop. A truck, 
for obvious reasons, cannot turn around on a main road. It 
is a very difficult operation when one is compelled to use a 
single road for movements of any size, contemplating passage 
in both directions. Carelessness on the part of the chauffeur, 
with the consequent head-on collision will often result in en- 
tirely blocking traffic for movement in either direction. 

The Officers of the Automobile Service, and in particular the 
Chief, are tried-out automobile transportation men. They know 
the difficulties, and again I ask that in all cases that arise you 
should consult with them on technical questions before you com- 
mit the transportation units to a certain piece of work. 

I believe that the Automobile Service is an excellent tool, 
well and efficiently operated, and ready to give you, at any time, 
the best of its work. 

Part 7 



ROUTINE OF A MOTOR UNIT CAMP 

As soon as a Supply Train or Motor Truck Company camp 
is established, orders for the government of the camp, especially 
the routine of work, calls, and conduct of the men, should be 
established. The order which is printed below is taken from 
one of the motor transportation units in service on the Southern 
border, slightly modified, and will indicate the points which 
should be covered in such an order. Forms for fire and guard 
orders, which are especially important, are printed separately. 

Truck Company Camp. — The portion of the Motor Truck 
Camp assigned each truck company is shown on plan in this 

office. 

« 

Responsibility of the Company or Detachment Commander. 

Each company and Detachment Commander will be held re- 
sponsible for the discipline of his organization and for thi- 
police of that portion of camp pertaining thereto. He will see 
tliat all orders and regulations are enforced, and that members 
of his company properly carry out the duties assigned them. 



140 The Operation of a Motor Truck Company 

SERVICE AND ROLL CALLS 

The Following Service and Roll Calls Will Be in Effect Until 
further notice : 

Week Sundays and 

Days Holidays 

Reveille, 1st call 5.45 a.m. 6.45 a.m. 

March 5.55 a.m. 6.55 a.m. 

Assemble 6.00 a.m. 7.00 a.m. 

General police of camp immediately after reveille. 

Mess 6.15 a.m. 7.15 a.m. 

Fatigue 7.00 a.m. — 

Sick call 9.30 a.m. 9.30 a.m. 

Recall from fatigue 11.30 a.m. — 

Guard mount, 1st call 11.40 a.m. 11.40 a.m. 

Assembly 11.45 a.m. 11.45 a.m. 

Mess 12.00noon 12.00noon 

Fatigue 1.00 p.m. — 

Recall from fatigue 4.30 p.m. — 

Mess 5.30 p.m. 5.00 p.m. 

Call to quarters 9.45 p.m. 9.45 p.m. 

Taps 10.00 p.m. 10.00 p.m. 

No meal will be served after hour designated, except to men 
unavoidably absent on duty. The serving of meals before the 
regular hour therefore to men whose duties so require, will be 
regulated by each Company Commander. 

Lights in tents will be extinguished and loud talking will 
cease at 9.00 p.m. Lights in officers and mess halls will be 
extinguished at 11.00 p.m. 

Morning Reports will be submitted to this office before 
8.00 a.m. Officers will report at the Adjutant's Office between 
11.30 and 11.45 a.m. for orders and instructions. 

The Sick of motor truck companies will be sent at hours 
designated to the Infirmary for examination by the Surgeon. 
Names will be entered on sick report book of the organization 
and this book, after signature by the Organization Commander, 
will be sent by a noncommissioned officer to the Surgeon. 

All Orders, Reports, or other Communications intended 
for higher authority, will be sent through this office. 

Roll Calls.— There will be a roll call at reveille and one at 
tattoo (9.00 p.m.) at which all men will be in ranks, excepting 
cooks, men absent, sick, men in confinement or in the hospital, one 
man in charge of quarters and men on pass. Report of tattoo 
roll call will be made immediately thereafter to the officer of the 
day in front of the guard house. A check roll call will be made 
by the non-commissioned officer in charge of quarters at 10 :00 p.m. 



The Operation of a Motor Truck Company 141 

daily, the result of which will be made to the officer of the 
(lay in front of the Guard House. 

Uniform. — No variation from the prescribed uniform will 
be permitted. Proper and neat dress will be insisted upon at 
all times. All men going on pass will be inspected by the non- 
commissioned officer in charge of quarters of their respective 
companies before their departure from camps, particular attai- 
tion being given to the wearing of proper insignia. 

Truck drivers will wear the service uniform with shirt. When 
conditions warrant, Company Commanders may permit blue 
denim to be worn, provided the same is clean and presentable. 
No combination of olive drab and blue denim will be tolerated. 

The order should prescribe also regulations regarding passes 
and leaves of absence and might well include such matters as 
care of grounds and arrangement of equipment. In each com- 
pany there should be posted especially a list of the duties of 
the non-commissioned officer in charge of quarters, and room 
orderly, who should be detailed from the company by roster ; 
regulations should be posted in the mess room or kitchen defin- 
ing clearly the duties of the mess sergeant, cooks, kitchen police, 
and dining room orderly and prescribing conduct for the mess 
room at meal times. Orders should be posted from time to 
time to meet special conditions, so that the men may have no 
chance in case of an infraction of rules to claim ignorance 
of the same. 

A good sized bulletin board should be put in each company, 
for the posting of all orders and notices affecting the men. 
When orders are out of date, be sure that they are pulled down, 
and whether out of date or not, all except such as fire and 
guard orders, should be pulled down after a week or so when 
the men have had ample opportunity to become familiar with 
their provisions. 

FORM FOR FIRE ORDERS 

The following regulations for the government of this com- 
mand in case of fire are published and will be duly observed 
by all concerned : 

Fire Orders 

1. In case of fire the alarm will be given by the sounding of 
auto horns in each company, men being at once designated for 
this purpose in each company, by an officer or truckmaster 
on the ground at the time. 

2. The company on guard at the time is designated as 
Pyrene Extinguisher Company. The men actually on post will 
be used to alarm the camp by the sounding of horns. The other 
members of the guard and all members of the guard company 
will at once secure extinguishers and fall in in the company park 



142 The Operation of a Motor Truck Company 

unless directed to the point of fire. Each company will keep 
its extra extinguishers at a designated and well known place, 
ready for instant use in case of alarm. In the absence of the 
Commanding Officer, the guard will be under the orders of 
Fire Marshal. 

3. Motor Truck Companies No. 68 and No. 21 are designated 
as Special Guard Companies. In case of alarm, these companies, 
or the one not on guard at the time, will fall in in their company 
streets and throw a guard around the entire camp. This guard 
will prevent the entrance of unauthorized parties into camp, 
prevent theft and guard against disorder generally. They will 
receive orders from the Commanding Officer or the Fire 
Marshal. 

* 4. Motor Truck Companies 36 and 42 are designated as 
tool companies. In case of alarm all members of these com- 
panies, or of the one not on guard at the time, will at once 
secure picks, spades and axes, fall in on their company street 
and await the orders of the Commanding Officer or the Fire 
Marshal. 

5. Motor Truck Companies 17 and 60 are designated as Sand 
and Gunny-sack companies. These companies will provide them- 
selves with a full complement of sacks for smothering of fire 
and buckets filled with sand. In case of alarm they, or the one 
not on guard at the time, will fall in on their company parades 
and report to the Commanding Officer or Fire Marshal. 

6. Motor Truck Companies 28 and 30 and Detachment will 
fall in in their company streets and be held in reserve, reporting 
to the Commanding Officer or Fire Marshal. 

7. Each organization of the command will provide itself 
with two piles of sand of at least four cubic yards in the 
company park. The sand will be kept sufficiently moistened to 
avoid loss from the wind. It will also keep on hand twenty- 
four sacks, to be used for smothering fires. 

8. In case of alarm of fire in the post all organizations will 
fall in and await orders. 

9. Captain F. L. Case, Q.M.C. is appointed Fire Marshal. 
The Officer of the day on duty will act as Assistant Fire 
Marshal. In case of alarm, organizations will not be dismissed 
until reported to the Commanding Officer, Fire Marshal or 
Assistant Fire Marshal. 

10. In the absence of the Fire Marshal, the senior officer 
present will perform his functions. 

Precautions Against Fire 

Gasoline Must Be Handled with Care and Common Sense. 

Gasoline vaporizes easily and as the vapor is heavier than air, 
it sinks to the ground. When filling the gasoline tank, be sure 
that there are no open lights or fire near. If the tank, is to be 



The Operation of a Motor Truck Company 143 

filled at night, do not use a flame lamp. Use an electric flash 
lamp. Do not use the gasoline funnel for anything else. 

In Case of Fire Do Not Try to Put it Out with Water.— 
The burning gasoline will float and spread the fire. Always 
keep a pail or two of sand handy, and smother the flame with 
it. A fire extinguisher should also be kept at hand in the shop 
or in the truck park. 

In case of a truck catching fire, the first thing to do, if 
possible, is to turn off the supply cock from the tank to the 
carburetor and then push the car away from the blazing gasoline 
on the ground. 

Do not let a pool of gasoline drip from the carburetor when 
priming it as a chance short circuit may give a spark that 
will set it on fire. 

Keep All Engine Parts, Drip Pans and Underparts of 
Vehicles Clean and the gasoline that drips onto these parts 
will soon evaporate, thereby greatly reducing the possibility 
of fire. 

A Waste Can will be kept in shop and in park. All oily, 
greasy and inflammable waste or rags will be placed therein, and 
not left lying on benches or floor. This soiled waste can be 
washed in gasoline and used several times, thereby reducing ex- 
penditure, if it is carefully placed in cans until convenient to 
clean. 

A Sand Box at every truck, such as is described on page 136 
above, is the most efficient protection against fire which can 
be had. 

FORM FOR GUARD ORDERS 

1. — The Guard will consist of two non-commissioned offi- 
cers, preferably assistant truckmasters, and twelve other en- 
listed men of the company. 

(a) The entire guard will be furnished by company detailed 
by roster from this office. 

(b) Guard mounting will occur at 6.00 p.m. daily on company 
parades, will be informal and mounted bv the new officer of the 
day. 

2.— Orders for the Officer of the Day 

(a) The ofificer of the, day will satisfy himself that the 
requirements of the Guard Manual are strictly enforced, and 
that the general regulations for the Motor Truck camp are 
observed. 

(b) During working hours, by frequent inspections, he will 
see that trucks at work are being properly handled. He will 
pay particular attention to the enforcing of traffic rules, and 
regulations as to speed. He will make a report of all violations 
of orders, giving in each case names of those responsible. 



144 The Operation of a Motor Truck Company 

(c) He will be furnished an automobile roadster, to properly 
perform his duties. An enlisted man from the School for 
Chauffeurs and Mechanics has been detailed for duty as chauffeur 
of this car, and while he does not hold property on Memorandum 
Receipt, he nevertheless will be responsible for the care and 
and property pertaining thereto. 

(d) No private vehicles of any description, except those 
authorized by this office, are permitted to enter or remain in the 
Motor Truck camp. Vendors, boot blacks, solicitors, newsboys, 
slop carriers, etc., etc., are excluded. If such persons desire 
permission, they will be referred to this office. 

(e) Members of the guard will be armed as follows : The 
rion-commissioned officers mentioned in paragraph (1), above to 
be armed with the caliber 45 pistol ; the twelve other enlisted 
men with the 30 caliber U. S. Magazine rifle. Those armed with 
the pistol will carry seven rounds of ball ammunition; those 
armed with the rifle will carry ten rounds of guard cartridges. 

(f) The officer of the day will remain in camp during the 
night of his tour. 

(g) All written orders, memoranda, etc., etc., for the Officer 
of the day of the Guard will be pasted in a blank book kept 
for that purpose in the guard house, and transferred to successor 
daily. 

3. — Commander of the Gxiard 

(a) He will divide the night with the Sergeant of the guard 
so that there will always be one man on watch at the telephone. 
During the day he will assist the truck dispatcher with his 
duties. During absence of the truck dispatcher he will assume 
these duties. 

(b) He will see that all regulations and orders, as well as 
requirements of Guard Manual, are strictly enforced. 

(c) The orderly messenger for the truck dispatcher will be 
taken from the guard, using an available man who is not on 
post for this duty. 

(d) In order to prevent unauthorized use of trucks during 
working hours he will specifically assign the trucks of certain 
companies to be observed and passed out by certain sentinels 
on post. As for example, the sentinel on No. 1 to observe the 
trucks pertaining to Companies 68 and 60, and the sentinel 
on No. 2 those pertaining to companies 17, 36, and 42. This will 
not prevent, however, observation of trucks from other and 
adjoining companies. 

4. — Special Orders for Sentinels Post No. 1 

(a) My post extends along east side of Motor Truck Camp 
from Austin road to last tent of Motor Truck Company No. 68. 

(b) I will allow no trucks, automobiles, or other property 



The Operation of a Motor Truck Company 145 

to be taken out of camp without a written order from a proper 
Company Commander, except in the presence of a proper truck- 
master or assistant truckmaster of a company. 

(c) I will keep a sharp lookout for fire. 

(d) I will allow no private vehicles in camp without authority 
from the Commanding Officer. 

(e) I will arrest all suspicious characters in the vicinity of 
camp, turning them over to the commander of the guard. 

Post No. 2 

(a) My post extends along the Austin road on the north 
side of Motor Truck Camp from Northeast corner to North- 
west corner of same. 

(b) I will allow no trucks, automobiles, or other property 
to be taken out of camp without a written order from a proper 
company commander, except in the presence of a proper truck- 
master or assistant truckmaster of a company. 

(c) I will keep a sharp lookout for fire. 

(d) I will allow no private vehicles in camp without written 
authority from the Commanding Officer. 

(e) I will arrest all suspicious characters in the vicinity 
of camp, turning them over to the commander of the guard. 

Post No. 3 

(a) My post extends on New Braunfels Avenue along the 
west side of camp from Austin Road to Southwest corner 
of camp. 

(b) I will allow no trucks, automobiles, or other property 
to be taken out of camp without a written order from a proper 
company commander, except in the presence of a proper truck- 
master or assistant truckmaster of a company. 

(c) I will keep a sharp lookout for fire. 

(d) I will allow no private vehicles in camp without written 
authority from the Commanding Officer. 

(e) I will arrest all suspicious characters in the vicinity 
of camp, turning them over to the commander of the guard. 

Post No. 4 

(a) My post extends east and west along south side of 
camp from Southwest corner to Southeast corner of same. 

(b) I will allow no trucks, automobiles, or other property 
to be taken out of camp without a written order from a proper 
company commander, except in the presence of a proper truck- 
master or assistant truckmaster of a company. 

(c) I will keep a sharp lookout for fire. 



146 The Operation of a Motor Truck Company 

(d) I will allow no private vehicles in camp without written 
authority from the Commanding Officer. 

(e) I will arrest all suspicious characters in the vicinity 
of camp, turning them over to the commander of the guard. 

5. All orders or instructions in conflict herewith are re- 
scinded. 

Part 8 

SANITATION 

Rigid rules for Sanitation must be put into effect as soon 
is a camp is established. The series of regulations printed 
below were in force in a truck company camp on the southern 
border, housed in tents. 

General Provisions. — Men are not permitted to wash from 
running hydrant water, but must provide themselves with wash 
basins and buckets for this purpose and all washing will be 
confined to wash racks in front of tents. All clothing must be 
washed at the clothing wash racks provided for this purpose. No 
washing of mess kits under running hydrant water will be 
allowed. Ground around the incinerator must be kept free 
from scraps of food. All tin cans as soon as emptied will be 
put in incinerator and thoroughly burned out. Incinerators 
must be cleaned out each morning and tins cans are to be placed 
in garbage cans provided for this purpose. These will be hauled 
daily to the dump for final disposition. 

Company Kitchens. — Kitchens will be scrubbed out once a 
day, care being taken to prevent too much water being used 
so that puddles do not collect in front of doors. All kitchen 
supplies will be kept neatly piled on racks provided. No 
boxes, sacks or kegs will be placed on the floor. All kitchen 
utensils will be hung in their proper places or stored on shelf 
underneath cook's table. 

Ice Boxes. — Ice boxes must be arranged with two doors 
opening on side. They must contain a shelf above with space on 
both sides and in rear for the storing of all ice. Below the 
shelf, hooks must be arranged for the hanging of all meat. 

No meat or other articles of food will be placed in contact 
with the ice. Ice boxes will be thoroughly washed out once a 
day and boiling water will be poured through the drain at least 
once every week. 

Dish Cloths. — Dish cloths will be boiled out daily on the 

kitchen range. They are to be hung on rope provided for the 
purpose for drj'ing on the inside of the kitchen. They must 
not be promiscuously spread out to dry on the woodrack. 

Mess Tables. — Mess tables will be thoroughly scrubbed 
with soap and water daily, care being taken to remove all 



The Operation of a Motor Truck Company 147 

grease and dirt accumulating in the cracks of the table. All 
receptacles for catsup, vinegar, etc., must be thoroughly cleaned 
at this time. 

Bread Boxes. — A standard bread box is provided for each 
company. Before the new supply of bread is put into box, the 
old bread will be taken out and the box thoroughly cleaned, 
and the old crumbs sw^ept out. All bread scraps will be placed 
in the portion of the box provided for that purpose and will not 
be kept in any other place. 

Water Kegs. — Water kegs must have spigots from which 
all water for drinking purposes must be drawn. The tops will be 
hinged and fastened with a lock. Under no circumstances will 
a man be allowed to dip into the top of the keg to obtain a supply 
of drinking water. Water kegs will be kept in vestibule and the 
spigot will not be placed outside of mess shack. 

Wood Racks. — ^^Firewood must be kept neatly piled on racks 
designated therefor. All boxes and boards used for kindling 
must be promptly broken up and piled on rack. 

Garbage Cans. — Garbage cans will be kept in special con- 
tainers established for this purpose. These will be whitewashed 
at intervals and otherwise kept in state of perfect police. Only 
such garbage as will be consumed by hogs will be put in garbage 
cans. Other kitchen waste such as coffee grounds, paper, etc., 
must be incinerated. No slop water will be put in garbage as this 
must be incinerated. The garbage is collected under contract 
by a company designated from headquarters and no other disposi- 
tion will be made. 

Urine Tubs. — A tub for the collection of night urine will 
be placed in each company street at 6.00 p.m. The ground on 
which this tub is placed will be marked with lime and the 
site designated by lantern at night. This tub will be removed 
at reveille and emptied into the urine trough in the latrine. 
Latrine boxes will not be moved and no urine poured through 
seat holes in box. The tubs are all burned out and prepared for 
use the next night by the attendant at the latrines. ■ 

Latrines. — Care will be taken to prevent waste paper from 
being scattered therein. Toilet paper will be provided by each 
company. All care of latrines is left to attendant appointed. 

Ventilation. — The extreme importance of proper ventila- 
tion is urged upon all men. Close contact in improperly ventilated 
tents predisposes to pneumonia, tuberculosis and other contagious 
diseases. Only by proper ventilation at all times can the health 
of the individual be preserved. An opening at the top as well 
as the door of the tent is absolutely necessary to keep the air 
inside the tent moving. 

Venereal Prophylaxis. — A tent for the administration of 
prophylaxis is established near Infirmary, and is open at all hours 



148 The Operation of a Motor Truck Company 

of day and night. Prophylaxis must be taken within eight hours 
in order to insure prevention of venereal disease. Rules are 
posted for the administration of prophylaxis witlu'n the tent. 
After cacli administration the individual must make out a shp 
whicli will be obtained from attendant in Tnlirmary tent. This 
must be rigidly carried out. 

Animals. — No cats, dogs or other animals are allowed 
within the camp. To harbor these is to spread disease and to 
contaminate the kitchens, tents and grounds around with the 
feces from these animals. Each company is held responsible for 
all animals appearing therein. 

Waste Water. — All slop water will be put into incinerator 
nan and incinerated. This includes all water that is used in the 
kitchen for whatever purposes. Clear water from ice drip may be 
thrown onto the ground where exposed to the sun. 

Incinerators. — The incinerator pan must be allowed to 
boil down once daily, and the sediment in the bottom of the pan 
must be shoveled out and thrown onto the fire or put in the ash 
can. Before the fire is started in the morning, the ashes of the 
incinerator, along with burned out cans, must be removed and 
deposited in the ash can provided for this purpose. This is 
absolutely necessary in order to maintain a proper fire during the 
day in order to incinerate the water that accumulates. 

For units housed in wooden cantonments, regulations should 
be issued to meet the different conditions obtaining there. The 
kitchen especially should be kept spotlessly clean, every other 
board in tables loose so that waste which gets down through 
the cracks can be washed off, good ventilation provided for 
the store-room, a rack provided for mops and brooms, all bins 
built six inches above the floor so that the floor can be scrubbed 
out underneath — these are the important things that should be 
looked after. The latrines should be kept well aired, the stools, 
closets and urinals given frequent cleanings (Chloride of lime 
should be used as a disinfectant) ; floors and benches thoroughly 
policed and washed. The barracks should be well ventilated : a 
wide open period for all windows prescribed for certain hours 
of the day, and some ventilation provided for the entire day. 
Bunks should be at least 2^ feet apart. The floors should be 
thoroughly swept out each morning and afternoon, and scrubbed 
out once a week. 

Part 9 

RULES TO GOVERN CHAUFFEURS 

Instruction in Driving 

(a) Before starting on a trip, see that gasoline tank, oil 
reservoir, radiator, grease and oil cups are filled. 

Inspect your car for leaks in the hose connections, radiators or 
around the pump cooling system. 



The Operation of a Motor Truck Company 149 

See that oil pump is in proper vv^orking order and all oil con- 
nections tight. 

(b) Before cranking motor, see that speed change lever is in 
netitral position and emergency brake lever set. Turn on switch 
and retard spark or, when starting on magneto, as is done on 
most vehicles now, advance spark. Move throttle control lever up 
a few notches, just so engine will not race and spin crank with 
the thumb around extended along the crank handle. Do not 
grasp handle with the thumb around it for should the engine kick 
back, the crank would jerk the arm downward and the result 
would be a strained or broken arm. Return crank to crank 
holder. 

(c) After engine is running return to seat, then switch to 
magneto side if starting on battery ignition. If starting on 
magneto, there is nothing further to do before throwing out 
clutch. Advance spark and retard throttle to idling position. 

Next throw out clutch by pressing clutch pedal and move gear 
shift lever to first speed position. Release emergency brake and 
engage clutch gradually which will allow the load to be picked up 
slowly and without jerking or injuring the car. Before changing 
to second speed, accelerate motor slightly, by pressing down accel- 
erator, throw out clutch and move speed lever to second speed 
position. On going to a higher gear the speed of engine should be 
accelerated in relation to the speed ratio of the higher gear. 

(d) Should the gears clash do not attempt to force them in 
mesh. Let clutch in and then disengage it and shift gears quickly. 
This turns the clutch shaft and moves gears so the teeth will 
come in mesh. In changing to a lower gear, slow car down to 
the lower gear ratio. Do not try to shift to a lower gear, 
(which is going at a speed of ten miles an hour) from high gear 
when you are going twenty-five. You may strip the gears. 

(e) Most of the damage done to cars by drivers, can be laid 
to two causes, ignorance and carelessness, and neither will serve 
as an excuse. 

When filling gasoline tank, extinguish all lights having an 
open flame and do not have the engine running. It is best to 
strain gasoline through a piece of fine cheese-cloth instead of 
chamois, for this reason. At times the air is so heavily charged 
with electricity that the static current is induced in everything 
around the car. It needs but a slight friction to produce a spark 
and a fire is the result. 

(f) Never allow your engine to race when changing gears. It 
is a useless and harmful practice which marks the ignorant 
driver. It does not get you anywhere and will soon cause serious 
damage to the whole car from vibration. 

In going up grades should your motor labor, change to a lower 
gear at once. No good can be gained from whipping a tired 
horse; he will only fall the sooner, and the same rule applies 
here. 



150 The Operation of a Motor Truck Company 

(g) Do not try to show someone what your car can do by 
rushing grades or bad places in the road on high gear. This 
places a severe strain on the whole car. If the other fellow 
happens to be a good driver he will not be impressed with your 
driving. Better show how far it will run than how fast. 

Always change to the gear needed to take you up a steep 
grade, before attempting it. Gear changing in the center of a 
steep grade, places an added strain on all parts of the car as it 
has to pick up the load from almost a standstill every time the 
gears are shifted. 

(h) In driving over muddy or sandy roads, endeavor to keep 
the wheels on one side of solid ground, if possible. Apply 
brakes gradually at all times. Locking the rear wheels by sudden 
application of brakes, tears the tires, places a severe strain on the 
differential and springs. The man who is careful on this point 
is very seldom seen making a figure eight on the streets when 
the streets are slippery. 

Never bring the car to a stop in deep sand, mud or snow 
if it can be avoided. It may be easy to stop, but remember you 
have to start again. 

(i) In descending a steep grade, when you have a heavy load, 
do not depend upon your brakes alone. Change to a lower gear 
and allow your engine to act as a brake, or air compressor. 
The car cannot go faster than the low gear will allow it. The 
brakes can be used to further retard the speed if necessary. 

Should you be driving individually, that is, not with a train, 
it is good practice to cut off ignition and retard throttle 
lever, using only the compression in cylinders as the motor 
will only be drawing air through it. The motor will be 
cooled. 

(j) Inspect your gasoline, water and lubricating systems 
frequently, when driving over rough roads. Investigate all 
unusual noises about your car immediately; you can never tell 
what it may be, or what serious damage may be done if the 
trouble is not remedied at once. 

Do not, under any condition, race the motor by coasting fast 
with gears in mesh. Throw out clutch and allow car to coast, 
but do not allow it to run beyond the prescribed governor 
limits. Care should be taken to see that car comes to a full 
stop before changing to reverse. The gears cannot turn in two 
directions at the same time, something must give way. 

(k) Do not become a Magneto or Carburetor fiend. There 
are a number of other parts of a motor or its different systems 
that are more liable to be at fault; look them over first. 

Day-dreaming is a dangerous practice. Keep your eyes to the 
front. Be wide awake at all times. It is up to the man behind 
you to watch your rear and you can save your car by watching 
your front. 



The Operation of a Motor Truck Company 151 

Watch your brakes and keep them adjusted, and all moving 
parts lubricated. Some day you may need them in a hurry and 
if you take the proper care of them, they will respond to the 
treatment and "be there" when you need them. 

(1) Do not drive with a slipping clutch. It causes the motor 
to race and heat, the clutch plates (or facing) to burn, and 
impairs the general efficiency of the motor. Make sure that your 
car is equipped at all times with a fire extinguisher, fully 
charged and carried in a convenient place. 

(m) If your car loses traction, do not race your engine and 
cause the wheels to spin until they are buried in the sand or 
mud. Instead, put straw, burlap, brush, or any material beneath 
your wheels upon which they may gain traction. If they sink 
too deeply to make it possible, jack them up until they are 
on a level with the road bed and fill in under them with flat 
stones. 

(n) If you come to a stream, first find the depth of the water, 
and if it is such that it will cover the carburetor or the magneto, 
do not attempt to cross. In crossing streams where the water 
will not quite reach the magneto, it is well to cover the magneto 
to prevent it from becoming splashed with water. 

In case truck is not provided with chains, rope wrapped around 
the wheels will make a good substitute. 

Although you may be an experienced driver and have con- 
fidence that you can handle your car under any circumstances, 
always make allowance for what the other person may do, who 
may not be so well quaUfied as yourself. 

(o) Stop When There is an Accident, whether it is your 
fault or not. Render all assistance possible, and as a safeguard, 
get the names and addresses of witnessess. 

(p) Excessive Sounding of the Horn is Proof that the 
Motorist is a Novice. — Sometimes, as in the presence of a 
frightened horse, it may be better not to use the horn at all. 
No accepted rules exist in regard to the meaning of horn blasts, 
but it is reasonable to assume that prolonged honking indicates 
that the car behind is going to pass and desires a clear road. 
Do not sound horn except when absolutely necessary. Careful 
driving is far superior to horn blasts. 

(q) Use of Head-Lights. — Do not use the electric head- 
lights turned to the "bright" position when approaching or pass- 
ing a car or other vehicle, on a narrow road, unless you are 
traveling in the same direction. The light confuses them and 
may result in a serious accident. Headlights should be properly 
adjusted to comply with laws. In many states, glaring head- 
lights are absolutely prohibited. 

(r) See Charts for Turning Corners, Passing and Other 
Traffic Regulations, and be sure you observe the laws. Fig- 
ured in dollars and cents it is cheaper for a motorist to be 



152 The Operation of a Motor Truck Company 

stopped by a highwayman than by an officer of the law. Orders 
in force hold the driver responsible for accident, unless he can 
show that it was not his fault and that he could not possibly 
iiave avoided il. 

(s) Do Not Hog the Middle of the Street. — Give the other 
fellow room to go by and when he attempts to pass you do not 
speed up, and perhaps crowd him into the safety zone. Rigid 
rule for trucks and truck trains is to stay well on RIGHT of 
ROAD. 

(t) Never Use a Cutout. — They are of no use, except possi- 
bly in high powered racing cars on track. 

(u) Keep constantly in mind the fact that a report is kept in 
each train of the expenditures on each car and that your rapid 
•promotion depends upon your efficiency. A driver whose car 
shows a large expenditure every month not only destroys his 
opportunity for promotion, but also places himself in a position 
for reduction. 

(v) Never smoke while operating a motor vehicle, as a driver's 
hand should always be in a position to meet any emergency, 
and a sudden gust of wind will cause your vision to be obscured 
by ashes or smoke blowing in your eyes. 

(w) Sound your horn or other signaling device when rounding 
a corner, going around a standing vehicle or passing a moving 
vehicle, as httle precautions often prevent serious damage to 
your car and injury to yourself. 

(x) Never loaf when starting on a trip as this necessitates 
either speeding to make up lost time, or arriving at your des- 
tination late, and either offense marks your inefficiency and often 
prohibits you from holding a position of trust. 

(y) You would not entrust your life to a man that smoked 
in a room filled with high explosives. Neither do your superior 
officers care to trust a man who uses intoxicating liquors with 
a motor car, as he not only endangers the safety of his car 
and his own life, but also the lives of his passengers and 
pedestrians. 

. (z) It is better to slow down and allow another moving 
vehicle to pass in front of you than to risk damage to your 
car and self. 

(aa) Obtain manufacturer's book of instructions for the car 
which you are driving and follow out the instructions, as the 
manufacturer knows the requirement of the car better than 
you. 

(bb) A driver shows his inability and lack of experience by 
starting with sudden jerk and stopping within 10 feet by 
sliding his wheels ; also by sounding his horn when unnecessary. 

(cc) In train driving, provide yourself with a pair of goggles 
as they protect your ej'cs and avoid accident by preventing your 
eyes becoming irritated and being unable to see clearly. 



The Operation of a Motor Truck Company 153 

(dd) Under no consideration allow your fellow driver to per- 
suade you to ignore these rules and advice, as it is without 
a doubt the reason he holds no higher position than he does. 

(ee) Learn to shift your gears without looking down at your 
shifting device as your eyes ought to be on the road. 

Don'ts to Prevent Trouble 

Don't forget that your position and pay depends upon satis- 
factory service. 

Don't forget your lubricating and cooling systems. 

Don't forget that a squeak from your car means oil needed. 

Don't forget to test your batteries every week with a hydro- 
meter, and in that way make sure that your battery is properly 
charged; also examine the plates to see if they are covered with 
distilled water. 

Don't forget to drain your radiator in cold weather. 

Don't try to start until sure that spark lever is retarded. 

Don't start to crank engine until sure that speed lever is in 
neutral position. 

Don't run in the batteries (the batteries are made for starting) 
use the magneto. 

Don't run without oil. 

Don't mix different grades of oil. 

Don't put lubricating oil on a leather faced clutch. 

Don't run with the spark too far advanced. 

Don't coast down hill at high speed. 

Don't overload. 

Don't overspeed. "Slow but Sure" is the motto. 

Don't waste time when loading and unloading and then race 
the truck on the road to make it up. 

Don't try to speed through bad roads ; it will be time lost 
in the end. 

Don't race with another car, the truck is built for carrying, 
not speeding. 

Don't turn corners at high speed. 

Don't let the motor race when the truck is standing; a few 
minutes will do more damage than many miles of hard driving. 

Don't leave truck with engine running. 

Don't let the clutch in suddenly; always engage it easily. 

Don't start or stop with a jerk. 

Don't drive your car with the brakes on. 

Don't put a new chain on a badly worn sprocket. 

Don't forget that the pan, engine and other mechanical parts 
of the truck should be kept clean. 

Don't leave your extra tires exposed to the weather. 

Don't see how close you can come to the other fellow's 
vehicle; keep a safe distance. 

Don't drive fast past school houses or other places where chil- 
dren are liable to dart out in front of you. 



154 The Operation of a Motor Truck Company 

Don't forget your steering gear, and the condition of your 
brakes. 

Don't forget to inspect your truck twice daily (Noon and 
Night). 

Don't forget that you do not own the highways ; others may 
care to use them. 

Don't forget the "Man at the wheel" is responsible for any- 
thing that happens. 

Don't forget to use your brakes sparingly, and to adjust them 
when loose. 

Don't take chances ; remember you are entrusted with property 
valued in thousands of dollars. 

Don't forget the Rules of the Road, also Traffic regulations. 
Ignorance of the law excuses no one. 

Don't stop the truck in the mud, deep sand or wet clay; you 
need traction to start again. 

Don't under any conditions, let the engine labor. 

Don't attempt to put gears in reverse until truck is brought 
to a complete stop. 

Don't examine carburator or gasoline tank, or engine, with an 
open light; use a flashlight. 

Don't smoke while filling or examining gasoline tank. 

Don't think you know it all ; others know something too ; 
hence we all can teach and learn something of mutual value. 

Don't forget that the orders from a superior must be obeyed. 

Don't neglect the noises which indicate coming trouble, and 
above all don't forget that there is always another man more 
capable than yourself ready to take your job if you don't do 
it satisfactorily. 

CARE AND UPKEEP 

1— Keep all parts of vehicle clean. Grease and oil collects 
dust and grit which cuts bearing and all movable parts. Mere 
external washing or hosing will not do. Dirt must be scraped 
off if necessary. This thorough washing and cleaning denotes 
the interest and pride the driver takes in the upkeep and 
appearance of his car. 

2 — Always keep side and tail oil lamps filled, and wicks 
trimmed. 

3 — Eliminating all squeaky and rattling noises, as a little oil 
or tightening of a bolt or nut not only will save the wear and 
breakage of same (which means eventually work on the drivers 
part of replacing parts), but also removes a source of an- 
noyance. 

A — Examine tires daily. If there is a cut or separation of 
the rubber, cut it off and round the place of break, so that the 
tire will not strip off. A square or abrupt edge left in a 
cut or break will quickly cause a long piece of rubber to strip 
from the tire, thereby greatly shortening its serviceability. 

S — Whenever you have your truck out on duty and are 



The Oi'ERATioN of a Motor Truck Company 155 

waiting for orders, or to load and unload, employ your spare 
time in looking after the adjustments to your car. Utilize the 
first halt to turn down all grease cups, — other halts to tigh- 
ten certain bolts, put in screws, or do the many minor adjust- 
ments to keep your car and its equipment in absolutely A-No. 1 
shape. Then when you return to the park in the evening, your 
truck will be all fixed up and you will not have to do 
hurried or night work to get it in shape. Keep your truck 
in perfect condition at all times. 

Many of our States, Territories, and municipalities provide 
for registration of motor vehicles operated within their limits, 
and impose a special tax upon such vehicles through fees for 
permits, or licenses, or for identification tags. By decision of 
the United States Supreme Court it is held to be well-established 
law that the property of the United States and the instru- 
mentalities whereby it performs its proper governmental func- 
tions can not be taxed. All officers of the Army are therefore 
instructed as follows upon this subject. 

(a) It is not necessary to procure such license to cover the 
use of a motor vehicle owned by the Government, or operated 
exclusively by officers or employees of the Government, for offi- 
cial purposes only, he use of public funds for the procure- 
ment of any license for a motor vehicle, or for the purchase of 
identification tags supplied by civil authorities, is hereby pro- 
hibited. If, for their own convenience local officials are will- 
ing to grant a license and furnish suitable State identification 
tags or plates, without charge, in no way involving an expendi- 
ture, the same will be accepted and placed in use with the vehi- 
cle for which issued, along with the plates furnished by the 
Government. 

(b) All motor vehicles owned by the Government and oper- 
ated exclusively by officers or employees of the Government, for 
official use in the military service, will have attached to them 
metal plates bearing an inscription reading as follows : 

For the Quartermaster Corps : 
"Q. M. C, U. S. A., 

No. ." 

For the Ordnance Department: 
"O. D., U. S. A., 

No. ." 

For the Medical Department : 
"M. D., U. S. A., 

No. ." 

For the Corps of Engineers : 
"C. of E., U. S. A., 

No. ." 

For the Signal Corps : 

"S. C, U. S. A., 

No. ." 



156 The Operation of a Motor Truck Company 

The plates, which will be provided and numbered by the de- I 
partment purchasing the vehicle, will be about 7 inches high l 
and 12 inches wide, and will conform in a general way to the 
requirements, in this regard, of the localities in which said vehi- 
cles arc to be used. The proper officer will give notice, in ad- 
vance when practicable, to the local authorities charged with 
the duty of registering motor vehicles of the general public, 
stating that Government vehicles are in use in that locality 
and the marks and designation they bear. In such notification 
reference should be made to the decision set forth in first part 
of paragraph 1 above. 

(c) Great care will be taken to observe regulations as to 
speed and as to rules of the road, and all concerned will acquaint 
t^iemselves with these regulations. 

(d) If, while in use on official business, a motor vehicle be 
stopped by a police officer, or if otherwise there be interference 
by State or other local authorities because of failure to make 
registration and pay such special tax, the officer or employee 
sliould give full information as to the ownership and use of 
the vehicle, and the instructions under which operated, and 
should courteously request that there be no further interference. 
In case measures are then resorted to by State or local authori- 
ties to obstruct or prevent the proper use of such agencies or 
instrumentalities of the United States, full report will at once 
be made to The Adjutant General of the Army, with the view 
of submitting the matter to the Department of Justice for such 
legal action as it may deem necessary to protect and make clear 
the rights of the United States in that regard. 

(e) The foregoing instructions do not apply to automobiles 
owned by officers and others in the military service which are 
used for private purposes. Such vehicles come strictly within 
the laws and regulations as established by State or other local 
authorities, and the use thereon of tags marked "U. S. A." or 
"U. S. Army" is prohibited. 

Part 10 

REGULATIONS FOR HAULING WORK 

The nature of the transportation duties of a truck company may 
be roughly classed into depot work and route work. In depot 
work, the truck company does not operate as a unit, but the 
trucks work singly or by detachments, and are normally on runs 
permitting all trucks to park nightly in the company camps. 

Route Work. — In this service, the company operates as a 
unit, a specified cargo being turned over to the Company Com- 
mander for transportation to definite destinations. After loading, 
way bills or shipping invoices are turned over in regular forms 
to the Company Commander, who signs for all articles thus 
shipped. On arrival at destination, he delivers cargo and obtains 
receipts therefor to relieve him of his responsibility. 



The Operation of a Motor Truck Company 157 

The Company Commander should keep copies of the way bills 
for each truck, and should make a list of his trucks giving desti- 
nation of cargo on each, it being very necessary that he be able 
quickly to tell which truck has either a given destination, or 
cargo, so that he may know at all times the location of all 
supplies in his train. See Quartermaster Manual, par. 3918. 

Depot Work. — In this service, trucks are ordinarily detailed 
to various warehouses and supply points, and are worked under 
various foremen, as far as the supplies transported are con- 
cerned. 

It may happen that the Company Commander will be called 
upon to map out the transportation system and superintend its 
operation. The following procedure is therefore described, and 
while it assumes the operation of several companies, suitable 
changes may be made either to limit it to one company or to 
conform to local conditions. 

When two or three trucks are dispatched on the same detail, 
one of the drivers will be placed in charge and held responsible 
for the proper execution of the duty, the maintenence of good 
order, etc. In larger details, an assistant truck master will be 
sent in charge. Whenever the major portion of a company is 
dispatched upon the same detail, an officer of the company should 
accompany the detail and personally supervise its operation. (C. 
of M. for M.T.G., No. 2. November 16, 1917.) 

Dispatching Trucks. — A suitable noncommissioned officer is 
permanently detailed as Truck Dispatcher, an assistant being 
detailed when necessary. These men are continuously on duty 
from 6.30 A.M. to 8.30 P.M. The Dispatcher sleeps in the Dis- 
patchers office within sound of the telephone. 

Each evening, the Dispatcher makes out written orders for 
trucks of the various companies to fill the work details for the 
next day. There is certain work, involving delivery routes, that 
is permanently assigned certain trucks. Other regular classes of 
work are done by each company according to roster with a view 
to equalize details. 

In a similar manner, each truck company takes its turn, by 
roster, to be on duty to answer special calls. 

Orders. — Orders for trucks are received from the following 
sources : 

Permanent work detail for Depot Quartermaster and other 
authorities. 

Special daily orders from Depot Quartermaster sent out 
each evening in writing by Depot Quartermaster. 

Other proper calls made in person or by telephone. 

All orders for trucks, except the regular details of the Depot 
Quartermaster (which are received in typewritten form) are 
entered on the daily blotter. (Form 1 shown on page 76.) 



158 The Opekatk^n of a Motor Truck Company 

Beneath are printed sample regulations for traffic and acci- 
dents, again taken from one of our motor transportation units 
on the southern border. These should be established in every 
motor transportation organization camp. 

TRAFFIC REGULATIONS 

It is contemplated that Company Commanders supervise actively 
the operation of their trucks, and for this purpose will make 
daily inspections of the' operations of their details at work. 
During this inspection, ofificers will observe carefully the cha- 
racter and amount of work being done by these details, and 
if convinced that the number of trucks employed on any duty 
is in excess of actual requirements, will make memorandum 
Report to this office of changes recommended. No change, 
will however be made without reference to this office. They 
will also compute the approximate time which should be con- 
sumed in the execution of various assignments and will cause 
a check to be made with a view to prevent drivers from loiter- 
ing away from the company park. 

All officers and non-commissioned officers are charged with 
the duty of reporting violations of traffic, speeding and loading 
regulations, and will report all violations of the regulations 
coming to their notice, whether observed in their own trucks 
or those belonging to other organizations of the group. This 
report to be made in memorandum form to this office with brief 
statement of time, place and circumstances. Officers on duty 
at detached points will exercise general supervision over all 
detached trucks of the group operating in that locality and 
submit reports thereon. 

The daily work of trucks will be regulated in accordance 
with special instructions from this office. Calls for trucks will 
be issued to the companies by the truck dispatcher, who, in the 
discharge of his duty, will be considered as acting in the name 
of the Commanding Officer. Unless otherwise ordered, one 
truck of each company will be kept in daily for general over- 
hauling. 

The Traffic Ordinances for the city will be carefully ob- 
served by all drivers. Drivers will allow no person to ride on 
their trucks unless such person has proper authority therefor 
and under no circumstances will persons be allowed to ride on 
fenders, or on running boards. 

No trucks are permitted on paved roads through the Artillery 
and Cavalry Posts, except along New Braunfels Ave. 

Speed. — Trucks will not exceed a Speed of Ten (10) Miles 
per hour. 

Cut Outs and Mufflers will be kept closed at all times. 

Skid Chains will not be used on trucks while driving on 
paved streets of a post proper, or in the City of San Antonio. 

Salute. — Enlisted men while actually driving trucks or auto- 
mobiles will not salute. 



The Operation of a Motor Truck Company 159 

Stopping Motors. — Motors will not be permitted to run 
when trucks are stopped for a period of one minute or longer. 

No trucks will be removed from the park except by order of 
the Company Commander or Truck Dispatcher. 

The maximum rate of speed is as follows: Within the limits 
of any city, town, or village, 10 miles per hour; outside of such 
limits, 14 miles per hour. All civil traffic regulations will be 
obeyed as far as possible. 

No person will be permitted to ride on a truck unless he has 
authority therefor, and under no circumstances will persons be 
permitted to ride on the fenders or the running boards. 

The racing of motors to warm them up is prohibited. 

As chauffeurs require both hands on the wheel at all times, 
except in signalling and in sounding the horn, they will not 
salute or smoke while actually driving. 

Motors will not be permitted to idle when trucks are stopped 
for a period of one minute or longer. 

In every case of accident the chauffeur will stop and ascertain 
the damage done, render any assistance necessary, and secure 
the names of witnesses present. He will make a full report 
of the accident to the Company Commander as soon as pos- 
sible. Remember that it is better to give the "hog" all the 
road, when it can safely be done, rather than have a collision. 

The truck skid chains will not be used on paved streets. 

The use of a lantern or any kind of light except electric, in 
refilling' with gasoline, oil, or like supplies, or in doing work 
around such articles is forbidden. The proper men are issued 
flashlights for this purpose. 

The filling of the Pyrene fire extinguisher with gasoline, 
mineral oil, or like substance, and using it as a hand pump in 
cleaning mechanical part, or for other purposes, is prohibited. 

No private motor vehicle will be permitted to park within 
the limits of the company, and it is prohibited to work upon a 
private vehicle within such limits or to take tools from the 
company for the purpose of working upon such vehicles. 

The truck tail gate will be kept up and properly fastened, 
except in hauling articles longer than the truck body, in which 
case it will be lowered and securely tied back in order to 
prevent its being damaged by swinging loose. 

Accidents 

In case of accident, the driver will invariably halt and render 
any assistance possible. He will make a report to his Com- 
pany Commander of any accident immediately upon his return 
to his company, or, in case of serious accident, will at once 
report by telephone. The driver should procure the following 
data before leaving scene of accident: 

Name and address of driver of car. 

Name and address of any passengers riding in car. 

License number of vehicle and extent of damage. 



160 The Operation of a Motor Truck Company 

He should carefully note physical condition, such as bad roads, 
or slippery pavement; whether or not a warning signal from 
the other vehicle or car was heard before the occurrence of the 
accident, and all other circumstances which may show the cause 
or fix the responsibility for the accident. The driver, before 
leaving the scene of the accident, should draw a rough diagram 
showing location or positions at time of accident and a second 
diagram showing positions after the accident. 

A driver will be held strictly accountable for any accident, 
unless he can clearly show that it was not his fault, and also 
that he could not have possibly avoided it. 

Officers will make reports, in triplicate, of all accidents occur- 
ring in their companies, requiring all evidence submitted to be 
(in affidavit form from enlisted men and civilians, and in the 
form of certificates from officers. Diagrams showing street and 
relative locations should be submitted. In case the injured 
party states that he does not expect to press claims, affidavits 
to that effect should be secured. In making this report, after 
giving their analysis of the evidence, officers will make a clear, 
definite and concise recommendation following the general form 
used in reports of survey. 

Part 11 
INSPECTIONS AND REPORTS OF MAJOR REPAIRS 

Each Organization Commander before requesting that any 
motor vehicle under his charge be turned over to the Quarter- 
master Mechanical Repair Shop for necessary repairs, should make 
a personal and critical examination of the vehicle in question, 
determining as far as practicable exactly what repairs are 
needed, what caused the damages required to be repaired and 
whether or not the condition of the vehicle is due to careless- 
ness or neglect on the part of the personnel of the organization. 
The results of this examination should be submitted to organiza- 
tion headquarters on a separate memorandum which will accom- 
pany the request for repairs. 

Upon receipt from tlie shop of any repaired motor vehicle. 
Organization Commanders should make a careful personal exami- 
nation and in case any defects or omissions are discovered, a 
written report in detail thereof should be made. 

Part 12 
COMPANY SCHOOLS 

Company Commanders may well organize classes for the in- 
struction of all members of the company in geography of the lo- 
cality and its environs in which serving. These classes should be 
continued until all men are conversant with the location of out- 
lying townships and camp-sites ; the names of main roads and 



The Operation of a Motor Truck Company 161 

streets ; prominent municipal buildings and government ware- 
houses ; freight depots and loading stations, etc. 

No trucks should be dispatched until the drivers definitely 
know the location to which going and the shortest direct route 
thereto. In case of doubt, a rough sketch of the route will be 
furnished the driver. 

Test of Candidates for appointment as Chaufifeur, or for 
Transfer to Supply Train. 

Name : 

Age : 

Rank : 

Service : 

1. Can he write a legible hand : 

2. Can he spell ordinary words : 

3. Does he understand Long and Short Division of Arith- 
metic : 

4. Does he understand Multiplication : 

5. Can he read and explain meaning of any article chosen 
from newspaper : 

General Intelligence : 

PRACTICAL EXAMINATION 

Make of Car : Number of Car : 

Time in : Time out : 

Ability to start up : 

Ability to drive over varied ground : 

Ability to turn in limited areas : 

Ability to move backward : 

Ability to move forward : 

Ability to shift gears : 

Ability to turn corners : 

Ability to start and stop : 

Ability to control car : 

Ability to move in traffic : 

Ability to go up and down hills : 

Has he self-confidence : 

PRACTICAL QUESTIONS 

Motor parts : 
Chassis : 

Lubricating System : 
Fuels and Lubricants: 
Transmission : 
Clutch : 
Brakes : 
Magneto : 
Carburetor : 



162 The Operation of a Motor Truck Company 

PREVIOUS EXPERIENCE 
Garage : 

Machine Shops : 

Repair Shops: 

Driving Autos : 

Driving Trucks : 

Gas and Oil Engines : 

Final Estimate : 

Tester 

Rank 

For Test: 
Recommendation : 



Commanding. Commanding. 

1917. 

PERSONAL RECORD 

1. Surname Christian name 

2. Nationality 3. Age yrs. 

4. Married or single (a) Number of Minor children 

5. Educational Advantages 

(a) Names of schools or colleges attended, and how long 



6. Enlistment period in which serving 

7. Date of present enlistment 

8. Length of time has been a non-commissioned officer. 

FORMER EXPERIENCE 

A full statement of the experience had in : 

1. Garage : 

2. Machine Shops : 

3. Repair Shops : 

4. Driving Autos : 

6. Driving Trucks : 

6. Gas and Oil Engines : 

7. Steam Engines : 



Remarks 



Name 
Rank. Organization. 



The Operation of a Motor Truck Company 



163 
1917. 



Memorandum 
1 



(Name) (Rank) (Organization) 

desires transfer to Quartermaster Corps as Chauffeur. 

2. Have you any objection to this transfer? 

3. What is his character? 

4. How many convictions by Court Martial has he had during 

the past year? 
(a) Were they for serious offenses? 

5. Do you believe the applicant is good material for a chauffeur 

or mechanic? 

6. What has been his experience as a chauffeur or mechanic 

while under your observation? 



Please answer above questions here. 
Answers : 

2 

3 

4. ., 



Commanding. 



Remarks 



Name : . 
Age: .. 
Rank: .. 
Service : 



Commanding. 
'Co!.'.'.'.'.'.'..VRegt.'. 



PRACTICAL EXAMINATION 


DATE 


TIME ON 


TIME OUT 










! 




i 















164 The Operation of a Motor Truck Company 



Make of Car : Number of Car . 

Ability to Start up : 

Ability to turn in limited areas : 

Ability to move backward : 

Ability to move forward : 

Ability to shift gears : 

Ability to turn corners : 

Ability to start and stop : 

Ability to move in traffic : 

Ability to go up and down hills : 

Ability to control car : 

Has he self-confidence : , 



PRACTICAL QUESTIONS 

Motor Parts : 

Chassis : 

Lubricating System : 

Fuels and Lubricants : 

Transmission : 

Clutch : 

Brakes : 

Magneto : 

Carburetor : 

Final Estimate (Excellent, Very Good, Good, Fair, Poor) 

Tester 

Rank 

For Test 
Recommendation 



Commanding. Commanding. 



PRACTICAL QUESTIONS 

( [""rem question sheet No ) 

(1) (11) 

(2) (12) 

(3) (13) 

(4) (14) 

(5) (15) 

(6) . (16) 

(7) (17) 

(8) (18) 

(9) (19) 
(10) (20) 



Tester 



The Operation of a Motor Truck Company 165 

DRIVING TEST 

Time out : 

Make of Car: 
Time in : 
Number of Car : 

(1) Ability to start Engine properly: 

(2) Starting Car : 

(3) Shifting Gears : 

(4) Use of Clutch: 

(5) Use of Brakes: 

(6) Spark : 

(7) Control of Engine: 

(8) Stopping: 

(9) Reverse : 

(10) Corners: 

(11) Turning Around : 

(12) Hills. (Stop and start on hill.) 

(13) Turning around without getting off the road: 

(14) Varied Roads: 

Point out parts of car as named in practical questions: 

Driver Tester. 



RATINGS 

"Passed" indicates : Work completed without assistance in 

reasonable length of time. 
"Very Good" indicates : Very slight assistance. 
"Good" indicates : Instructor must assist. 
"Poor" indicates : All around inefficiency. 

PRACTICAL QUESTIONS 

1. What does advancing the spark mean, and why do we 

advance it? Why retard it? 

2. What is the carburetor for? How is gasoline fed from 

supply tank to the carburetor? 

3. Describe just what functions you would perform when 

starting the engine. 

4. What is the cooling system for, and how many kinds are 

in use? 

5. Name the various kinds of lubricating systems and describe 

their action. 

6. How would you clean a crank case, and how ofteti? 

7. How often would you change the lubricants in the gear 

set, differential, universal joints, and what kind of lubri- 
cants would you use for parts mentioned? 

8. Name the various kinds of gasoline supply systems and 

describe their action. 

9. Suppose you saw your radiator steaming, what course would 

you pursue to stop it? 



166 The Operation of a Motor Truck Company 

10. If your engine became badly overheated, what course would 

you pursue? 

11. Describe how you would remove a spark plug, clean and 

adjust the points; What effect would too wide a gap be- 
tween the points have? 
12. What attention should be given the storage battery? 

13. What attention should be given the magneto? 

14. If the water pump leaked tell how you would remedy the 

trouble? 

15. What is the clutch for? How many kinds of cluches are 

in popular use? What attention should a cone clutch re- 
ceive? a disc clutch? 

16. What attention should be given the tires? Wheels? Steer- 
I ing gear? 

17. How would you adjust the valve clearance? 

18. Why is it necessary to throw out the clutch when shifting 

gears ? 

19. In passing a vehicle, going the same direction, upon what 

side would you pass? Describe turning a corner to the 
left; to the right. 

20. After starting the engine and having entered the seat, what 

would you do before starting the car? 

Student's Standing for Instructor's Information 

Test No 

Name : Rank : 



DRIVING TEST 
PRACTICAL QUESTIONS 

(1) (1) 

(2) (2) 

(3) (3) 

(4) (4) 

(5) (5) 

(6) (6) 

(7) (7) 

(8) (8) 

(9) (9) 

(10) (10) 

(11) (11) 

(12) (12) 

(13) (13) 

(14) (14) 

(15) 
(16) 
(17) 
(18) 
(19) 
(20) 



The Operation of a Motor Truck Company 167 

"Passed" indicates : Work completed without assistance in 

reasonable time. 
"Very Good" indicates : Very slight assistance. 
"Good" indicates : Instructor must assist. 
"Poor" indicates : All around inefficiency. 



Q. M. Sgt, S. G., Principal Instructor. 
EMERGENCY TEST SHEET 



Name : 
Age: .. 
Rank: . 
Service : 



PREVIOUS EXPERIENCE 



Garage Driving : 
Garage Repair Shops : 
Driving Trucks : 
Driving Autos : 
Machine Shops : 



Machinist Helper. 
Machinist. 



PRACTICAL QUESTIONS 

(From question sheet No ) 

(1) 
(2) 
(3) 
(4) 
(5) 
(6) 
(7) 
(8) 
(9) 
(10) 

(11) 
(12) 
(13) 
(14) 
(15) 
(16) 
(17) 
(18) 
(19) 
(20) 

Tester. 



168 The Operation of a Motor Truck Company 



(1 

(2 

(3 

(4 

(5 

(6 

(7 

(8 

(9 

(10 

>(11 

(12 

(13 

(14 



DRIVING TEST 

Ability to start Engine properly : 
Starting Car : 
Shifting Gears : 
Use of Clutch : 
Use of Brakes : 
Spark : 

Control of Engine : 
Stopping : 
Reverse : 
Corners : 
Turning around : 
Hills (stop and start on hills.) 
Turning around without getting off the road : 
Varied Roads : 

Tester. 

RATINGS 



"Passed" indicates : Work completed without assistance in 

reasonable time. 
"Very Good" indicates : Very slight assistance. 
"Good" indicates : Instructor must assist. 
"Poor" indicates : All around inefficiency. 

CLASSES 

Class (A) Passed and for assignment. 

Class (B) Partially passed. Short Instruction. 

Class (C) To receive long Instruction. 

CLASS by 

Q. M. Sgt, S. G., Principal Instructor. 



CHAPTER VII 

MISCELLANEOUS INFORMATION 

Part 1 

TRUCK DATA 

Consumption of Oil and Gasoline. — The consumption of 
gasoline and oil varies according to road conditions, experience 
of drivers, train discipline and other incidents of service. The 
following figures show the average consumption as taken from 
various truck company records. In figuring gasoline and oil for 
a trip, especially with a newly organized company, due allowance 
therefor should be made. 

Make of truck Gasoline, miles Oil, miles per 

per gallon gallon 

Packard 1^ ton 5.0 120 

Packard 3 ton 4.0 80 

Peerless 3 ton 3.5 70 

Riker 3 ton 3.6 80 

The consumption of the lubricants, as well as the proper 
kind to be used, varf with type of truck and service in which 
engaged. The best plan is to consult the instruction book is- 
sued by the truck manufacturer which will fully cover these 
points. 

Dimensions and Weights of Various Trucks 

Width Height Height 
Length hub to over to top 
Weight overall hub bows of seat 

(a) Packard V/, ton 5800 18' 5" 6' 1" 10' 5' 7" 

Packard 3 ton 8250 20' 5" 7' 6" 10' 3" 5' 6" 

Locomobile 3 ton 8500 21' 3" 7 3" 10' 3" 5' 10" 

Peerless 3 ton 9130 21' 7 2" 10' 6" 6' 

(b) Weight of machine Shop Truck fully equipped: 

Packard 3 ton 18,200 lbs. 1 ax;- • u* f u * i 

Locomobile 3 ton ....16 700 lbs. ^^^^ht of shop truck- 
Peerless 4 ton 17,800 lbs. f "^JVnrn " „H« 

White 3 ton 17,400 lbs. J ^'^^^ P°""^' 

(c) Inside measurements of War Body: 

Length Width Depth 

\y2 ton 10' 5'1" 2' 

3 ton 12' 6' 6" 2' 

Height inside of bows : 6 ft. 

(d) Gross weight of tank truck, full 13,760 lbs. 

169 



170 Miscellaneous Information 

Gross weight of tank truck, empty 8,800 lbs. 

Carrying Capacity : 

Number of fully armed and equipped men seated in 1^ ton 

truck: 24 (plus 3 on drivers seat). 
Number of fully armed and equipped men seated in 3 ton 

truck: 35 (plus 4 on drivers seat). 
Number of fully armed and equipped men seated in lJ/2 ton 

truck: 35 (plus 4 on drivers seat). 
Number of fully armed and equipped men seated in 3 ton 

truck: 45 (plus 4 on drivers seat). 

SOLID TIRES 

^Care. — Do not carry loads beyond the prescribed carrying 
capacity. One overload on tire equipment is sufficient to cause 
a break dow^n of the tires and result in their early failure*. 

Sudden starts and stops have a very serious effect on solid 
tires. Always let the clutch in slowly and apply brake gradually. 

Running in car track causes tires to break down early. Avoid 
car tracks. 

When it is necessary to use skid chains, apply them loosely. 
Never use skid chains when not actually necessary. 

Tires showing unusual wear indicate improperly aligned 
wheels. The wheels of such tires must be properly aligned im- 
mediately. 

Equilization of brakes is very important. Drivers should re- 
port a tendency of the brake to hold on one wheel and slip 
on the other. 

Equalizing Wear. — When one tire on a dual equipment be- 
comes unserviceable, while the other one is partly worn, the 
partly worn tire should not be discarded but matched up with 
a tire showing the same amount of wear and put back on the 
wheel for further service. 

A new tire shall never be used on the same wheel with a 
tire partly worn. Place new tires on front when possible, pro- 
viding the worn front tire can be mated with partially worn 
rear for dual service. 

Tires should be retained in service until worn within one-half 
inch of rim. 

Trimming. — Vigilance will be exercised to see that all tires 
are properly trimmed. Tire knives must be kept sharp. Dip- 
ping them in water occasionally will facilitate the cutting. 

To trim effectively, grasp the knife firmly with one hand, 
while with the other, part the sliver in such a manner that the 
knife may reach the extremity of the cut. Then, with a sawing 
motion, let the knife follow through, bearing the edge out- 
wardly so as to save all the tire possible. Round the sharp 
edge slightly. There should be no abrupt edges left to catch 
in the rocks when the tires have a chance to spin. 



Miscellaneous Information 171 

Tires required to be trimmed are those with small slivers 
developed along the edge during the day's run. These small 
slivers soon mature into long and heavy strips of rubber, de- 
stroying the life of the tire. 

To save this premature destruction, each driver will examine 
all of his tires carefully after the day's trip and report to the 
Truckmaster when trimming is necessary. The man detailed 
for the purpose will then do the trimming. 

Any tires which seem to be sluffing away and have the ap- 
pearance of a herring bone, will be tapered only slightly. There 
can be more harm than good done in cutting away such tires, 
and special care should therefore be exercised in such cases. 
Tires with deep cuts will be treated in a like manner. 

Part 2 
SHIPMENT OF TRUCKS BY RAIL 

Loading is done either by the personnel of the company or by 
details from other sources if the company personnel is not 
available. 

Details. — The details should consist of four non-commis- 
sioned ofificers and 22 privates, as follows : 

1 N.C.O. and 9 privates (4 being carpenters, and all having 
hammers and hatchets) to pack, load, box, and crate equipment 
and nail down blocking. 

1 N.C.O. and 7 privates, to place skids and truck wheel 
blocking. 

2 Privates (experienced chauffeurs) to drive cars on flat cars. 
4 Privates, to guide cars, steady skids, etc. 

2 N.C.O. t,o inspect work, check numbers, etc. 

Packing. — In the box of each truck body pack the fol- 
lowing articles. 

(a) 1 Tarpaulin, truck cover. 
1 Spade. 

1 Axe and helve. 

1 Pick and helve. 

Padlock each end of box and tag the keys carefully with 
the number of the truck. Forward keys by parcel post unless 
personnel travels with trucks. 

(b) In the body of each truck, with the exception of trucks 
Xos. 1, 2, 3, 4, 30, and 31, place the required number of bows and 
one ridge pole. The bows and ridges of the first four trucks 
being distributed in trucks Nos. 5 and 6, and the bows and ridges 
of Nos. 28, 30 and 31 being distributed in Nos. 27 and 29. 

(c) All other equipment and spare parts, with the exception 
of seat cushions, milk cans and buckets, G.I. should be securely 
cased and crated. Number each case beginning with No. 1 and 
mark plainly with contents and weight. 



172 Miscellaneous Information 

(d) In truck No. 1, pack 30 milk cans upright and 30 buckets 
on side securely wired in two nests of 15 each. Pack lash ropes 
around cans and buckets and secure by running pieces of 2x4 
between necks of milk cans across the truck body. Buckets 
and lash ropes will be slatted in. 

(e) In trucks Nos. 2 and 3, pack cases and crates containing 
tool kits, fire extinguishers, jacks, towing cables, flashlights, 
pumps and hose, oilcans and tire chains. Keep load below 
top of side and end boards. Block and cleat with 2x4's to 
insure a firm load and prevent shifting. 

NOTE: — Tool kits and jacks may be padlocked in tool boxes 
and keys tagged as indicated in (a) above paragraph. 

(f) In truck No. 4, pack 30 seat cushions snugly, standing 
them on side edge and cleat them in by running 2x4 across the 
truck body. 

(g) Ship trucks equipped with gasoline carrying bodies, viz., 
Nos. 30 and 31, with their regular quota of drums fastened 
in tightly by straps and turn buckles. 

(h) Make a careful check of contents of each truck. 

Skids and Ramps. — When flat cars have been spotted and 
standing brake rods removed, send seven men under a non- 
commissioned officer to place skids from car to car and from 
car to platform, beginning with the car farthest from ioading 
platform. These skids are made of two inch material 5 feet long 
by two feet wide and well cleated. When loading from the 
ground, use two 16 ft. ramps of 3 inch material 2 ft. wide and 
brace middle of each ramp from ground. Select two careful 
drivers and detail one man to proceed and one man to follow 
each truck, to watch skids and warn drivers. 

Carload. — Load two trucks to a car. Load three-ton trucks 
with radiators in middle of car to permit tail of trucks to 
overhang. Load one and one-half ton trucks facing forward. 

Minimum length of flat car for 3-ton trucks, 41 feet. 

Minimum length of fiat car for Ij^-ton trucks Zl feet. 

The flooring of fiat car must be solid and free from holes. 

Reject cars with steel flooring. 

Draining. — Gasoline tanks and radiators will be drained. 
Batteries of electrically equipped trucks will be disconnected. 
Oil need not be drawn from crank case. 

Blocking. — Have the eight men who placed the skids, set 
the steel blocking snugly, one in front of each front wheel and 
one in front and one behind each rear wheel witli flanges 
outside. Blocking with double flanges preferred. Ten men 
with hammers should follow and nail down the blocking securely, 
using 20d nails. 

When properly placed on cars, the brakes of all trucks should 
be set tight. 



Miscellaneous Information 173 

Invoices. — -Take name of railroad and number of car on 
wliicli each two trucks are loaded, for example : 

(USA— 3901— 46569 Serial) T c'l- N O 
(USA— 3902— 49830 Serial) 59051 
Shipping invoices should be made from list with contents and 
weights of trucks and equipment. 

Inspection. — After the trucks are thus loaded and secured, 
make a careful inspection to be sure that : 

(a) Blocking is fastened properly. 

(b) All brakes are set. 

(c) Tail gates secured. 

(d) Tail gate chains thrown over into bodies. 

(e) Tarpaulin boxes under bodies are padlocked. 

(f) Radiators are drained. 

Materials. — Material required for shipping one truck com- 
pany is as fololws : 

96 pes. steel blocking, right hand. 
96 pes. steel blocking, left hand. 
100 lbs. 20d nails for blocking. 

8 pes. 2x4-16 ft. long, for cleating. 
200 board ft. 1x8 for casing and slatting. 

NOTE: — In the event of a scarcity of lumber, a suitable crate 
or case can be made by using a truck body, packing same to 
capacity and making cleats across the body with any lumber 
procurable. 

Part 3 

MATTERS TO BE LOOKED AFTER IN THE 
MOVEMENTS OF TROOPS 

(a) For the equipment of baggage and kitchen cars, see 
Quartermaster Corp Manual, Volume 1, paragraph 3440 and 
paragraph following. 

(b) For allotment of space in passenger cars, etc., same 
reference as in paragraph (d) above 

(c) For regulation covering "Preparation of Cars," "Loading 
and Entraining." "Conduct of Troops," etc., see Field Service 
Regulations, 1914, paragraphss 389 to 402. 

For use of drawing rooms, see paragraph 3470, Manual for the 
Quartermaster Corps. 

(d) Instructions should issue that careless throwing of ashes 
and live coals from baggage cars endanger railway trestles, 
bridges, etc. 

(e) Officers should be provided with several official telegraph 
blanks for use in emergencies,— See A.R. 814 and 1184. Reports 
should be made by telegraph to Commanding Officer of des- 
tination at least twenty-four hours prior to arrival at final 



174 Miscellaneous Information 

destination, giving organization, strength and probable hour 
of arrival. 

(f) For equipage to be carried on change of station, sec 
A.R. 1023. Trunk lockers not an articles of issue during present 
emergency. 

(g) For method of addressing mail, money orders, packages 
and personal telegrams to individuals in Europe, see Bulletin 
44, War Dept., 1917. Name, rank, and unit, followed by words 
"American Expeditionary Forces" is only proper mailing address. 

(h) The order directing travel should be presented to the 
Depot Quartermaster and proper transportation request received. 
IJation and other accounts should be settled and ration certificate 
obtained from the Depot Quartermaster. Provision should be 
made for sufficient rations to supply organization en route and 
for at least four days after arrival at destination. Liquid 
coffee money can be obtained only under conditions stated 
in A.R. 1208, and when only impossible to cook coffee en route. 

(i) Information should be obtained from Transportation 
Branch Department Quartermaster's Office as to the exact hour 
and point at which passenger and baggage cars will be spotted, 
loading details at once be made and request for freight trucks 
to handle company property be submitted to this office. 

(j) Field return, accompanied by a complete list of personnel, 
also a list of vehicles giving U. S. and serial numbers should 
be submitted to headquarters immediately prior to departure 
from this group. 

(k) Report will also be made to organization headquarters 
as to whether full clothing and equipment is taken, and, if 
not, reason for failure to obtain same. 

(1) Before leaving camp. Organization Commanders should 
see that their company quarters and grounds are carefully pre- 
pared for the inspection contemplated by A.R. 1010 and 1011. 

(m) Immediately upon receiving orders for foreign service an 
organization will report the fact to the Division Surgeon, who 
will inspect the command to determine whether or not it has 
proper medical equipment. Men permanently incapacitated for 
service, whether recommended for discharge or not, will be 
reported to him. 

(n) If previous notice has not been received and entry made on 
service records, a certificate will be obtained from the surgeon list- 
ing by name all members of the organization in whose cases the 
typhoid prophylaxis has been completed. In case immunization of 
any member of the organization has not been completed, the state- 
ment will specify specifically the exact state of immunization of 
each particular man of this latter class. 

(o) Whenever a command or detachment is ordered from one 
station, camp, or cantonment, to another or to port of embarka- 
tion for transportation overseas, careful physical examination 



Miscellaneous Information 175 

will be made of every man before his departure from his station 
for the purpose of discovering and eliminating cases of com- 
municable disease. This examination will be made by medical 
officers, the men being stripped to the waist and extreme care 
will be taken to detect communicable diseases in their earliest 
stages. No man having or suspected of having a communicable 
disease will be sent away from his station. Scarlet fever, cerebro- 
spinal meningitis, and measles contacts will be held in quarantine 
and not be permitted to leave with their commands. This examin- 
ation will ordinarily be made by the medical officers of the com- 
mands from which units or detachments are ordered to change 
station. 

(p) Officers will report to organization headquarters the names 
of men who are alien enemies or aliens by birth and whom it is 
not considered in the best interests of the service to be sent on 
duty abroad. 

(q) Officers will upon receipt of orders at once notify the 
Depot Quartermaster in writing by special messenger, that their 
organization in under orders, quoting source, number and date, 
and requisting that this branch office be notified to expedite 
issues and settlements of accounts. 

(r) Property for shipment abroad should be marked as 
follows : "General Superintendent Army Transport Service 

(giving port of 

embarkation). No unauthorized equipment will be allowed to be 
transported to Europe. 

This address to be followed by marking, indicating the par- 
ticular corps of department of the army for which intended 
including the words "American Expeditionary Forces France." 
If not intended for General Supply marking should be included in 
(thus for Quartermaster Corps American Expeditionary Forces) 
"For Laundry Plants" or "For Shoe Repair Shops" or "For 

Motor Transport Repair Shops" or "For Base Depot " 

if known. There should also be — included in — the marking 
a general statement of contents of each package thus "Toilet 
Soap, Carbon 30 inch Searchlight, Telegraph Sounder" and the 
shipment number, the number of packages in the shipment, the 
particular number of each package, the weight of each package, 
and the volume of each package, in cubic feet. 

(s) Q. M. C. 471, printed complete below, will be sent to organ- 
izations by Depot Quartermaster after notified that movement 
is ordered. Its provisions must be strictly complied with by the 
organization commander. 

1. Freight cars will be place on siding 

Baggage cars will be placed on 

Passenger equipment will be placed on 

Organization commanders should mark the cars with chalk 
with the letters of the organization to which they are assigned. 



176 Miscellaneous Information 

This avoids delay and confusion. Passenger cars will not be 
marked until after train sections are made up. 

2. The kind and weight of all property loaded in each car must 
be shown. _ To accomplish this, when organizations take their 
property with them, a competent non-commissioned officer should 
be assigned to each car with instructions to make a list of boxes, 
barrels, crates, bundles, etc., and the weight of each. Separate 
lists of property should be made for each organization. The 
number of the car and the initials of the line to which it belongs 
must be shown on each list. These lists should be collected by 
the organization commander and brought to this office in ample 
time to have the bill of lading made out. If time admits, the 
ot-ganization commander should consolidate the lists and make 
up a shipping invoice in duplicate on Form No. 201 Q. M. C, for 
his train section. The shipping invoice should contain lists of 
property for each organization, separately stated, the total 
weight of the property, the number of vehicles and the number of 
animals, and must show the number and initials of the car into 
which the property of each organization or of officers has been 
loaded. The list or shipping invoice should be complete in every 
detail, so that the shipping quartermaster can make up his bill 
of lading without delay. The organization commander must 
also submit a list giving the names of owners of authorized 
private horses, the number owned by each, and also the num- 
ber of horses in excess of the authorized number, if any. 

3. All officers and non-commissioned officers shipping house- 
hold goods must submit to the shipping quartermaster's office at 
the earliest practical moment an accurate list of shipping invoice 
of all property turned over by them for shipment. These lists 
should be made out on Q. M. C. Form No. 201 and must show the 
weight put into each car, the car number and initial, and if for 
over-seas shipment, the number of cubic feet must be stated. 
The following papers must be attached in duplicate to the above 
lists or shipping invoices. 

(1) Certificate of professional books. 

(2) Certificate of authorized private horses. 

In case of duty beyond the seas, the following additional cer- 
tificate in duplicate must also be submitted covering: 

(1) Weight of property going with officer. 

(2) Weight shipped home or to other point for storage. 

(3) Weight left at this post for storage. 

Blanks for these certificates can be obtained at this office. 

4. AVhere the organization takes its property on the same 
train or other conveyance the property is only constructively 
turned over to the shipping Quartermaster. The organization 
commander supervises and checks the loading of it upon the 
cars also supervises and checks the property from the cars at the 
destination. The only duty of the shipping Quartermaster is to 
make up the bill of lading from the data furnished to him on the 



Miscellaneous Information 177 

shipping list or shipping invoices. In order to prevent delay in 
delivering the bill of lading to the last carrier at destination, it 
should be handed to the train Quartermaster who should not fail 
to properly accomplish the bill of lading and deliver it to the 
railroad agent at the point of destination, except that where there 
is an established quartermaster at destination, the bill of lading 
will be turned over to the latter for accomplishment, together 
with a statement by the train Quartermaster that all property 
has been received in good condition, or if there is any shortage 
or damage, with a statement of articles damaged, cause of 
damage, and the money value. 

(5) The following system will greatly simplify the making up 
of the invoices by the officer and the bill of lading by the quarter- 
master. 

Do not begin to number containers until everything is packed. 
Then put all the containers in one place, all barrels in another, 
etc., and number. All containers of the same kind will then 
have consecutive numbers. Then make up shipping invoice in 
the following manner : 

Nos. 1 to 60 — Sixty boxes company property 

Wt cu. ft 

Nos. 61 to 75 — Fifteen crates company property 

Wt cu. ft 

Nos. 76 to 80 — Five bundles clothing etc 

Wt cu. ft 

If shipping invoices are made up in this way, it makes much 
less work for all concerned. The number of cubic feet is neces- 
sary only for over-seas shipments. 

(6) Lockers are classed as checkable baggage and are checked 
free. They must be loaded in baggage car or in box car assigned 
as baggage cars. BAGGAGE should not be loaded in cars with 
other freight. Checkable baggage not exceeding ISO lbs., per 
passenger is carried free by the railroads, and therefore the 
weight should not be included with weight of other baggage. 

(7) The organization commander, or other officer especially 
detailed for the purpose, should superintend the loading of the 
property on the cars to see that it is loaded as compactly as pos- 
sible, and that the proper record is kept and turned over to the 
shipping Quartermaster promptly. 

(8) Quartermasters and commanding officers of organizations 
should see that a tag is placed on freight doors showing what 
is in the car and to whom it belongs. Example : "Equipment 
Troop A, 1st Cavalry;" Forage Quartermaster, 1st Cavalry." 

(9) The quartermaster of the entire command should sub- 
mit a list to the shipping quartermaster giving the following 
information for each section: 

(1) Number of officers (including medical officers). 



178 Miscellaneous Information 

(2) Number of enlisted men (including Hospital Corps and 
Q.M. Corp. 

(3) Number of civilians traveling on Government transporta- 
tion. 

(4) Number of animals. 

(5) Number of stock attendants. 

The number of attendants for animals is placed on the bill 
of lading and therefore, should not be included in the number 
called for on the transportation request. If this is not carefully 
looked for, the Government will have double fares for the 
attendants. 

' (10) The train quartermaster should verify the numbers of 
men on the train without delay. It frequently happens that all 
the men scheduled for a section do not get on the train, and the 
quartermaster of the section should, therefore, obtain his tickets 
so that he can deliver to the conductor the exact number of 
tickets for the men on the train. For Example : Supposing the 
command consisted of 300 and transportation request had been 
obtained for that number, the quartermaster of that section 
should get one railroad ticket calling for 200 men and 100 
single tickets? The necessary number of tickets can be with- 
held for any men who fail to get on the train. 

In any case that single tickets are withheld they should be 
returned promptly to the shipping quartermaster in order that he 
may forward them to the disbursing quartermaster to be deducted 
from the amount to be paid on the transportation request. 

In case a railroad agent should be placed on the train it may 
be possible to make arrangements whereby the transportation 
request could be held until the quartermaster checks up the train 
and obtains the exact number of men entitled to transportation. 
The receipt on the transportation request could then be filled 
out for the exact number and delivered to the agent. 

(11) The quartermaster of the train should carefully make 
a note of the serial number of persons, date and name of 
quartermaster issuing the transportation requests given to him 
for rail and sleeping car transportation. In case more men are 
found on the train than the transportation requests called for 
when tickets were obtained, the commanding officer of the train 
should make out a certificate in this form and deliver it to the 
conductor of the train for both the exess rail and sleeping car 
transportation : 

I certify 

Rail or sleeper transportation — state class. 

has been furnished by 

State initial carrier or sleeping car Co. 
for in addition to the called for 

Enlisted men or officers. State No. 
on transport request No Issued by 



Miscellaneous Information 179 



for en route from 

State Command. 

to per 

Date 191 



Commanding. 
Copy of certificate should be sent to distributing quartermaster 
settling the accounts, or, if his address is not known, to the 
shipping quartermaster to be forwarded by him. 

(12) In case the railroad company furnishes a kitchen car, the 
quartermaster of the train should keep account of the ice used 
in the car as he will be required to furnish certificate for the 
amount used during the journey on form Q.M.C. No. 157. 

( 13) Rates on sleeping car accommodations are figured to include 
the time of arrival at the destination. If the cars are held beyond 
a reasonable time for the troops to detrain, there will be an 
extra charge for the service and the commanding officer of the 
section should furnish the sleeping car conductor in charge a 
certificate in the following form : 

191 

Place 

I certify that my command arrived at this place 

o'clock That I held the men on the cars for the 

following reasons 

That the command detrained at o'clock 191 

having occupied the cars hours minutes after 

arrival. That the service was necessary and just and is a 
proper charge against the United States. 

The service was rendered by Company 

in connection with Transportation Request No issued by 

Quartermaster at 



Commanding. 
Copy of this certificate should be forwarded by the command- 
ing officer to the disbursing quartermaster settling the accounts. 

(14) If movements are made under contracts with the railroads 
company, the train quartermaster should obtain copy of the con- 
tract of sufficient data therefrom to enable him to know what is 
required of the R.R. en route. 

Before leaving the initial point he should make a careful list 
of all the freight car numbers and the initials of the cars. This 
for use in case any cars should go astray. Cars should be verified 
frequently en route. 

(15) If there is any unusual delay en route, the commanding 
officer should at once communicate by wire with the division 
superintendant of the railroad company, advising him of the 
delay and requesting prompt action relative to forwarding. 



180 Miscellaneous Information 

(16) In case of movements over sea, the quartermaster of 
command will furnish a consolidated list or shipping invoice of 
property accompanying the command to the nn^rtermaster in 
charge of transports. 

This list must sliow the number, kind, weight, and cubic 
measurement of packages, as outlined in paragraph S hereby; also 
the organization or name of officer to whom it belongs. 

The property will be only constructively turned over to the 
quartermaster in charge of transport, but will be stored on the 
ships, under the direction of the quartermaster in charge of 
transports. 

The property will be listed in the ship's manifest under direc- 
tion of the quartermaster in charge of transports. 

(t) Par. IV. G.O. 13, W. D., Feb. 8, 1918, prescribes the fol- 
lowing in regard to company records, for organizations ordered 
overseas : 

1. Prior to entraining for the port of embarkation, company 
and detachment records will be so prepared for shipment that 
they will be readily accessible at all times throughout the entire 
journey to Europe. The company or detachment commander will 
leave behind the service record, complete to date, of each man 
left behind, and will furnish promptly to the proper officer the 
service record of each man transferred or detached after the 
journey begins. 

2. All officers authorized to detain men from organizations 
destined for overseas service, will obtain, in each case, from the 
commanding officer of the soldier concerned, at the _ time of 
such detention, the service record of the men so detained. _ In 
any case where it is impracticable to comply with this provision, 
the officer detaining the soldier will at once submit to the Com- 
manding Officer, Port of Embarkation, an explanation stating why 
it was impracticable to obtain the service record. 

Part 4 

CLOTHING AND EQUIPMENT FOR OFFICERS 

The following War Department Bulletin is the latest informa- 
tion relative to clothing and equipment which should be in the 
possession of an officer for field service in France: 

BULLETIN WAR DEPARTMENT 

No. 2. Washington, January 25, 1918. 

The following is published to the Army for the information 
and guidance of all concerned : 

List of Arms, Equipment and Clothing which should be in the 
possession of an officer for field service in France, based on 
Table of Fundamental Allowances, Quartermaster Supplies ; Uni- 
form Regulations; and, Circular of information issued from 
Headquarters, American Expeditionary Forces, dated November 
16, 1917. 



4 



Miscellaneous Information 



181 



Articles 



Basin, Canvas 

Bedding-roll or a combi- 
nation bedding - cloth- 
roll 

Belt, Saber, garrison 



No. 



Belt, waist 

Blankets, olive drab 

Boots, rubber, hip 

Breeches, woolen, pairs.. 



Bucket, canvas 

Canteen, with cover and 

strap 

Cap, service 

Chair, camp 

Coats, service, woolen.. 



Collars, linen, white. 

Comfortable 

Compass 



Cuffs, linen, white, pairs 

Cup 

Drawers, pairs , 



JMeld Glass 



I<"irst Aid packet, with 
pouch 



Remarks 



1 Sold, not issued to officers. 



Sold, not issued to officers. 
Sold, not issued to officers. 
See par. 65, U. R. 
Circ. Hdqr's A.E.F. states : "In ad- 
dition to the prescribed field belt, 
the Sam Browne belt with single 
sling, will be needed by all officers. 
The proper type may be obtained 
in France." Also see Sec. 1, Bui. 
70, WD, 1917. 

\^ote : The "Sam Browne" or "Lib- 
erty" belt is not authorized to be 
worn in this country. 
Sold, not issued to officers. 
Sold, not issued to officers. This 
is number given in circ. Hdqrs. 
A. E. F. 

Sold, not issued to officers. Circ. 
Hdqrs. A. E. F. 

Circ. A. E. F. states clothing 
should include heavy and medium 
weight. Sold to officers. 
Sold, not issued to officers. 



Issued by Q. D., on memo receipt. 
Circ. A. E. F., sold to officers. 
Circ. A. E. F., sold to officers. 
Circ. Hq. A. E. F. states clothing 
should include heavy and medium 
weight. Sold to officers. 
Circ. Hq. A.E.F. Sold to officers. 
Circ. Hq. A.E.F. Sold to officers. 
Sold to officers. Hq. A. E. F. sug- 
gests illuminated dial. Sold to of- 
ficers. 

Circ. Hqs. A.E.F. Sold to officers. 
Sdld, not issued to officers. 
Sold, Circ. Hqs. A. E. F. states, 
luavy wool and cotton. 
Sold by Signal Corps; not issued 
to officers. 



1 I Supplied by Medical Department. 



182 



Miscellaneous Information 



Articles 



No. 



Remarks 



Flashlight and Extra bat- 
teries 

Fountain pen, paper and 
envelopes 

Gloves, riding, pair 

Gloves, woolen, olive 
drab, pair 

(Handkerchiefs 

Hat, service, hat cord 
sewed on 

Haversack, with pack 
carrier 

Laces, shoe, extra, pairs. 
Lantern or lamp 

Leggins, russet, leather, 

pig-skin, pair 

Mocassins, pair 



Note book and pencils. 
Overcoat, olive drab.. 



Overshoes, arctic, pair. 
Pistol, with holster... 



12 



Circ. Hdqrs. A. E. F. 

Circ. Hdqrs. A. E. F. 
Sold. Circ. Hdqrs. A. E. F. 

Sold, not issued to officers. 



Sold. A number 
olive drab color. 



should be of 



Pistol, belt 



Sold, not issued to officers. 

Containing meat can, knife, fork 
and spoon. Obtained from O. D. 
on memo receipt. 
Sold, not issued to officers. 
For oil or gasoline. Cir. Hdqrs. 
A. E. F. 

Sold to officers. 
Sold, not issued to officers. 
Reaching to ankle. Large enough 
to wear two pairs of wool stock- 
ings, worn in rubber boots. Circ. 
Hdqrs. A. E. F. Sold to officers. 
Sold, not issued to officers. 
Sold, not issued to officers. 
Commanding officers may author- 
ize in the field only a short double- 
breasted overcoat. See par. 103, 
U.R. Officers may wear water- 
proof capes or overcoats as nearly 
as practicable the color of the 
service uniform, when on duty in- 
volving exposure to rainy or other 
inclement weather ; see Par. 126, 
U.R. In France the overcoat is 
worn of knee length. Circ. 
Hdqrs. A. E. F. states it is de- 
sirable to have the overcoat lined. 
See "Slicker." 
Circ. Hdqrs. A. E. F. 
With 21 rounds of ammunition, 
obtained from O.D. on memoran- 
dum receipt. 

Obtained from O.D. on memo re- 
ceipt. 



Miscellaneous Information 



183 



Articles 



Portfolio, leather . . 
Saber and -scabbard 

Saber, knot 



Shelter, tent, complete. 
Shirts, flannel, olive drab 
Shirts, cotton, olive drab 

or linen 

Shoes, high, russet 

leather 



No. 



Remarks 



riicker 



For officers habitually carrying 
papers. Sold. 

Circ. Hdqr's A.E.F. states re- 
quired only by cavalry officers on 
duty with troops armed v^^ith the 
saber. Sold, not issued. 
Sold, not issued to officers. See 
remark above concerning wearing 
of the saber in France. 
Issued on memo receipt by Q.M.D. 
Sold, not issued to officers. 

Sold. Circ. Hdqrs. A. E. F. 

Sold, not issued to officers. Circ. 
A. E. F. states that two pairs of 
shoes are required for wear in- 
side arctic overshoes ; and also the 
following are required : two pairs 
very heavy hob nailed field shoes, 
or trench boots large enough to 
take heavy wool stockings. These 
boots should be laced in instep, 
and such boots may be worn by all 
officers at all times. Those laced 
all the way up are authorized ; but 
in cities, they may be worn only 
in inclement weather. Mounted 
officers may wear boots of russet 
leather. See Par. 67 U.K. 
Sold not issued to officers. Circ. 
Hdqrs. A.E.F. : "It is advised that 
the Slicker have a detachable lin- 
ng of heavy wool or fleece." "The 
overcoat and raincoat 'Slicker' for 
officers in the trenches should be 
of same appearance as those worn 
by the men. The English trench 
coat is satisfactory provided it 
can be obtained. It answers the 
combined requirements of overcoat 
and raincoat and has a lining that 
can be worn separately." 
\'Ote: A trench coat very similar 
to the one above described is man- 
, uf actured by Adler Brothers & 



184 



Miscellaneous Information 



Articles 



No. 



Remarks 



' Stockings, pairs 



Tag, identification 

Tape, for identifiation 
tag, yard 

Toilet articles 

Toque, knitted 

Towels 

Tub, canvas or rubber... 

Undershirts 



Vest, leather or flannel. 

Watch 

Whistle 



Co., of Rochester, N. Y., and one 

is on sale at the Army & Navy 
Co-operative Stores. It is thought 
there are several manufacturers 
who make them. Correspondence 
with the Depot Q.M., New York, 
will secure names of possible 
manufacturers. 

Sold not issued to officers. Circ. 
Hdqrs. A. E. F. states that cotton 
and heavy wool underwear are 
required, and particularly indicates 
that heavy weight wool stockings 
are needed. To meet these re- 
quirements the number indicated 
should be increased ; at least 
doubled. 
Sold, not issued to officers. 

Sold, not issued to officers. 



Including brushes, hair and tooth ; 

comb, razor and soap. Sold, not 

issued. 

Circ. Hdqrs. A. E. F. 

Including bath towels. Sold. 

For sponge bath. Circ. Hdqrs. 

A. E. F. 

Sold, not issued to officers. Circ. 

Hdqrs. A.E.F. states that cotton 

and heavy woolen underwear are 

required, so this number should 

be at least doubled. 

Circ. Hdqrs. A. E. F. 

Sold to officers by Signal Corps. 

Issued by Q.M. on memo receipt. 



Mounted officers will provide themselves with spurs, and the 
necessary horse equipment. 

The Depot Quartermaster in New York will furnish, on appli- 
cation, officers with a list of manufacturers of clothing and equip- 
ment. 

Upon request of officers, the manufacturers on such list will 



Miscellaneous Information 185 

forward to them a price list, and will deliver clothing and 
equipment to officers ordering same, collecting from the officers 
the wholesale prices for the articles furnished. 
(062.1, A.G.O.) By order of the Secretary of War, 

JOHN BIDDIE, 
Major General, Acting Chief of Staiif. 
OFFICIAL: 
H. P. McCain, 
The Adjutant General. 

BAGGAGE ALLOWANCE 

For a Major, the allowance is not to exceed 400 lbs. 

For each officer below the grade of Major, baggage not to 
exceed 250 lbs. This allowance includes professional books, 
equipment "C" and all necessary clothing and bedding for ex- 
tended field service. 

Containers for personal baggage for officers, the standard 
trunk locker and bedding rolls or their equivalent in similar 
containers : 

Field allowance of baggage is given in A. R. 1123 and 1136 as 
modified by telegram No. 7323, W. D., June 25, 1917. The latter 
provides : 

(a) That the allowance prescribed for grades above Captain 
shall cover everything necessary; 

(b) That the allowance for grades below Major, and for con- 
tract surgeons, acting dental surgeons, and veterinaries, shall be 
250 lbs. and shall cover everything necessary, except horse equip- 
ment. 

Officers should bring the professional books, papers and manuals 
that they consider most important. Steel helmets and gas masks 
will be supplied in France. All containers should be plainly 
marked or stenciled with officer's name rank and organization. 
The transit of baggage should, as far as practicable, be looked 
after personally. 

These Suggestions as to Officers Equipment are Offered by 
a First Lieutenant of the 18th Infantry, After Four 
Months Experience in France 
2 Foot lockers. 
2 Pairs Shoes. 

1 Pair light shoes or hip boots. 
Several boxes of shoe polish. 
Several boxes of saddle soap. 
Writing paper. 
Flash light (extra batteries). 



186 Miscellaneous Information 

Compass. 

Trench-mirror. 

Bed roll and cot. 

2 Service hats (extra cords) extra collar insignia. 

Supply of razor blades. 

Supply of mileage and pay vouchers. Extra tooth brushes and 

Paste. 
Extra shaving sticks. Shoe and clothes brush. 
Fountain pen and ink. Candles and matches. Binder for orders. 
Short Overcoat. 

I 2 Serge suits. Issue wool. Sam Brown belts are cheaper on 
the other side. 
Have everything stencilled and a cross or some other dis- 
tinctive mark on boxes or trunks. 

Suggestions to Officers Coming to France for Duty 

(From Army and Navy Journal). 

Olive Drab, Cotton. — None ever used in France. 
Olive Drab, Woolen. — Suits made here extra heavy English 
cloth, now cost about $65, and take about a month to make. 

Overcoats. — Very warm needed. The sheep-lined short 
coat very good, but may have to be destroyed if it gets infected. 
A raincoat necessary. In Paris one can buy a raincoat with a 
linen silk lining that is waterproof. It has a woolen 
lining that buttons fast to the inside and is removable. 
Can be used as overcoat when removed from inside rain coat. 
This can be boiled if it becomes infected. The combination 
serves as both raincoat and overcoat for most of the year. 
Price about $55 now. Quartermaster attempting to secure stock. 
If secured will cost $28. 

Hats. — Kind required changes with conditions of service. 
Campaign hats, caps, and "bonnets de police" all have been or 
are used. Campaign hats hard to procure unless quartermaster 
has a supply. Caps can be bought in Paris, but no cap ornaments 
can be procured in France. Bonnets de police (a soft cap) can 
be bought here. Are cheap and can be put in pocket when change 
to steel helmet is necessary. Will probably be used solely in the 
trenches. 

Shoes and Boots. — Very expensive here. Except for office 
work and rest billets, issue style is too light in weight. Very heavy 
soles with a sheet of rubber between the layers of the sole are 
desirable. A very satisfactory shoe or boot that is durable and 
waterproof can be bought of English makers, sole three-quarters 
of an inch thick. Cost about $60 per pair. A fairly satisfactory 
French shoe not so durable or waterproof, costs about $17. 



Miscellaneous Information 187 

Rubber overshoes little worn in trenches as they cannot be hob- 
nailed. 

Leggings. — All kinds except canvas procurable in France. 
Cloth puttees worn some places. Leather usually worn. Cost 
about same as in United States. High-laced boots permitted in 
trenches, but not in towns. 

Socks. — Heavy socks needed altogether. Quartermaster 
woolen, heavy or light, much worn. 

Underclothing. — Medium in summer, heavy in winter. 
Quartermaster woolen much worn. 

Bedding Rolls. — Warm bedding of small bulk required. 
Sleeping bag style desirable much of the year— bring cots. Dress 
suit cases or traveling bag. Staff officers and those who do 
duty as inspectors will need a traveling bag as they usually stop 
at hotels when on automobile trips. 

Sabres. — Not used except for officers on duty w^ith organ- 
izations armed with tlie sabre. 

Field Glasses. — Required. Hard to buy here. Bring with 
you. 

Toilet Articles. — Usual field style needed at front and in 
trenches. In billets usual home kind. 

Insignia. — Most kinds of United States insignia are pro- 
curable in France. Eagles and General Staff collar ornaments 
still hard to obtain. Hat cords procurable but of poor quality. 

Shoelaces. — Bring a supply. 

Uniform Buttons. — Hard to procure. Quartermaster now 
laying in a supply. 

White Collars. — Best use French style that buttons to the 
blouse. Then, heavy shirt can be worn under blouse. 

Compasses. — Necessary. Bring with you. 

Electric Torch. — Government can supply. Procurable in 
France also. 

One pair extra warm gloves needed. 

No chewing gum on sale here. 

Sam Browne belt required in cities and on staff duty. 

Articles sent by parcels post seem to arrive all right — limited 
to seven and one-half pounds. Things sent by express much 
delayed and difficult to get from express office in Paris to 
consignee. 



188 



Mjsci'Xlaneous Information 



Part 5 
INSIGNIA 




SECTIONS 



Miscellaneous Information 
Part 6 

SECTIONS ATCTIONS SECTIONS 




-TRANSITION PA2K 
■0BGAN12ING PABK 



MltllSTBV.aOi^. i 
':: ABMAMESTS.,, 



GkNTRAL 




aiJtomobile tactotjies 



CENTRAL 
■ SUPPLY 
KEP'T. " 



189 



SECTIONS 





Diagrammatic outline of the French system of motor truck supply, showing 
the organization which has been built up between the factories producing 
the vehicles and the units in the field that make use of them. The system 
includes two Central Supply Departments, one being in the neighborhood 
of Paris and the other in the Lyons district 



FRENCH SYSTEM OF TRUCK SUPPLY 

Delivery from Manufacturer to Civil Department, Thence to 
Alililary Headquarters, Finally to Point of Use 

Between the factory which produces automobiles and the units 
which make use of them in the field it has been necessary to 
build up an organization which at first sight looks complicated. 
Cleared of many of its details, such an organization is shown 



190 Miscellaneous Information 

in the acTOmpanying diagram. Orders for automobile material 
come from the Automobile Section of the Ministry of Arma- 
ments, which acts through the Central Supply Departments. 
There are only two of these departments in France, one being 
in the neighborhood of Paris and another in the Lyons district. 
Acting on instructions from the Ministry, the Central Supply 
Departments place the contracts with the factories and take 
delivery of the goods. The detailed work of this department, 
is more elaborate than would appear at first sight. Trucks are 
not always received complete, but in chassis form, or lacking 
many of the necessaries for war service. The Central Supply 
Department equips them either in its own shops or in controlled 
establishments, and distributes them to an organization in the 
field. Methods of delivery from the factory to the supply depart- 
ment have to be considered. When the two are in the same 
town the task is easy. But in the case of Fiat, for instance, 
which has its factory in Turin, Italy, and has to deliver over the 
Alps to a town in France, a special organization becomes neces- 
sary. Every day the Fiat factory forms a convoy of thirty to 
forty trucks and sends these out in charge of factory testers — 
one man per truck — to a frontier town 6,000 feet above sea level. 
Here French soldiers are waiting to drive the trucks direct to 
the Central Supply Department, a distance of about 150 miles. 
Many of the trucks are not fitted with bodies, the French pre- 
ferring to do this work themselves. Thus a rough wood box to 
carry a load of sand is fitted, and the driver has a very light 
airplane seat. On reaching their destination the airplane seats 
are dismounted by unscrewing four bolts and handed over to a 
transportation agent, who returns them in lots to the factory. 
The boxes are not of sufficient value to be returned. This 
method of delivery is quicker than rail. Although there is an 
examination and test at the Fiat factory, the trip by road elimi- 
nates any necessity for a test at the Central Supply Department, 
for the total run is more than 200 miles, all over mountain roads. 
When the factory and the supply department are in the same 
town, there must be a special road test before a truck can be 
sent to the front. 

Under Control of Ministry 

Leaving the Central Supply Department fully equipped for 
war service and manned by army-trained drivers, the trucks 
move up to an organizing park. All the organizations mentioned 
up to this point are under the control of the Ministry, and not 
of the army. On the next stage they pass into a Transition Park, 
attached to the Organizing Park, but, unlike the latter, are under 
army control. The Transition Park distributes the trucks to the 
army parks to which they will remain permanently attached so 
long as they are in the field. The army divisions are groupe- 
ment, groupe, and finally sections of fifteen to twenty trucks 
which generally work together under the control of a lieutenant. 



CHAPTER VIII 

TROUBLES AND REMEDIES 

Part 1 

AUTOMOBILE-ENGINE TROUBLES 

STARTING AND RUNNING DIFFICULTIES 

SYMPTOMS, CAUSES AND REMEDIES 

1. Diagnosing Troubles of Automobile Engines. — To man- 
age successfully an internal-combustion engine. — especially one 
that works under such a variety of conditions, often very 
severe, as the automobile engine — it is first of all necessary for 
the operator to make good use of his reasoning faculties. 

The symptoms of derangement, when taken singly, are often 
such as may be caused by any one of several possible defects. 
In nearly every case the defect, whatever it may be, will produce 
several symptoms, a careful study of which will lead to the 
elimination of causes that do not tally with all the symptoms; 
as, for instance, causes affecting all cylinders when only one 
or two are misbehaving, or vice versa. When the user has 
reached this point, generally a short further investigation of 
the points at which trouble of that particular sort is most likely 
to occur will lead him to the discovery of the true cause. The 
cause of loss of power, due to such faults as a loose battery 
connection, a sticking inlet valve, or a bit of dirt in the carbureter, 
will at once be recognized in its true character by the ex- 
perienced operator. The only way to attain final proficiency in 
these things is by extended experience with the particular engine 
in hand ; but, on the other hand, there is no excuse for the aim- 
less groping of many inexperienced users, who will often send 
needlessly for a tow, or will pull an engine to pieces in their 
search for some simple fault that might be located by intelligent 
diagnosis. 

2. Causes of Refusal to Start or of Sudden Stoppage. — The 

fundamental reasons for an engine refusing to run or a par- 
ticular cylinder refusing to work may be summed up as due 
to (1) no spark, (2) no mixture, or (3) wholly wrong mixture. 
These cover all the possible causes, which may be enumerated as 
follows : 

1. Switch not closed. 

2. Gasoline not turned on. 

3. Carbureter not primed, or (rarely) primed too much, or 
flooded. 

4. Weak battery. 

191 



192 Troubles and Remedies 

5. Gasoline stale or mixed with kerosene. 

6. Gasoline too cold to vaporize. 

7. Dirt or waste in carbureter or gasoline pipe. 

8. Mud splashed into air intake. 

9. Water in carbureter. 

10. Soot on the spark plug or contact igniter. 

11. Water on spark plug or contact igniter. 

12. Broken spark-plug porcelain. 

13. Grounded wire (generally secondary). 

14. Broken wire (generally primary) or loose coimection. 

15. Very bad adjustment of the coil tremblers. 

16. Defective spark coil or condenser (rare). 

17. Broken igniter spring. 

18. Defective high-tension circuit 

19. Broken valve stem, spring, or key. 

20. Valve cams slipped (rare). 

3. Causes of Irregular Firing or Misfiring. — The principal 
cause of misfiring is irregular sparking which may be due ot a 
variety of causes. Irregular sparking may be caused by the 
following : 

1. Spark plugs or contact igniters defective or covered with 
soot. 

2. Weak battery. 

3. Broken wire, making intermittent contact through the vi- 
bration of the car (generally found in the primary circuit). 

4. Loose connection at a binding post or anywhere in the 
primary or low-tension circuit. 

5. Wire occasionally grounded through vibration of car. 
This is generally found in the secondary circuit, and it is 
not necessary for the bare wire to make contact with the metal 
into which this secondary currait is escaping. If the insulation 
of the secondary cable is weakened and the cable is lying 
loosely on a metal part, the spark will often jump through the 
insulation. 

6. Timer contact surfaces roughened by sparking. 

7. Wabbling or defective timer. 

8. Poor trembler adjustment. 

9. Trembler sticking at high speeds, due to inertia of heavy 
armature. 

10. Insufficient pressure on timer contacts. 

Some other causes of irregular firing are as follows : 

1. Valve spring weak or broken. 

2. Sticking, binding, or broken valve, or one badly in need 
of grinding. 



Troubles and Remedies 193 

3. Particle of carbon under valve. 

4. Spray nozzle closed intermittently by loose particles of 
dirt, etc. 

5. Air valve of carbureter sticking or binding. 

6. Mixture too rich or too lean. 

7. Lubrication excessive or oil not suitable. 

8. Water in cylinder on account of cracked or porous cylinder, 
or loose plug in cylinder wall. 

A sticking inlet valve, which stays open when it ought to 
close, will cause irregular firing and occasionally back firing. 

A very lean or a very rich mixture may be ignitible only 
by a strong spark. It can always be distinguished from ignition 
troubles by the fact that the explosion impulses, when they 
occur, are of less than normal strength. If the mixture is too 
weak the explosions are likely to occur every other cycle. If 
the mixture is too rich, there will sometimes be explosions in the 
exhaust pipe and muffler; if it is too lean, there will ordinarily be 
back firing into the carbureter. 

4. Causes of Weak Explosions. — The causes of the explo- 
sions being weak are briefly as follows : 

1. Mixture too lean or too rich. 

2. Leakage of compression. 

3. Mixture diluted with exhaust gases. 

4. Spark timing later than it should be, in one or all 
cylinders. 

If the trouble is in the mixture, the explosions are regular, 
unless the mixture is so defective that it sometimes fails to 
ignite in spite of the spark occurring regularly. The same 
will be true in any case where, as is usual, the cause of the 
weakness is unconnected with any irregularity in sparking. 

The causes of weak explosions may be enumerated more fully 
as follows : 

1. Dirt or waste in carbureter or gasoline pipe, causing 
weak mixtures. 

2. Stale gasoline. 

3. Air intake partly obstructed, causing rich mixture. 

4. Bad carbureter adjustment. 

5. Trouble with float. 

6. Choked muffler. 

7. Lack of oil on piston, or oil that is too thin. 

8. Leak through valve (generally the exhaust valve). 

9. Leaky spark plug. 

10. Valve timing wrong. This is most likely due to the 
fact that the cam-shaft, etc. have been taken out and replaced 



194 Trouhles and Remedies 

with the gears in incorrect angular relation. It may, however, 
be caused also by wear of the cams, push rods, or valve stems, 
by spring in the cam-shaft or valve lifters, or by the slipping 
of cams. 

11. Broken or worn piston rings. 

5. Causes of Failure to Keep Engine Going. — If the engine 
starts, but soon slows down and finally stops, the trouble may 
be due to any one or a combination of the following causes : 

1. No fuel in tank. 

2. Fuel does not flow freely to carbureter, the piping being 
clogged or the vent hole in gasoline tank being closed. 

' 3. Broken connection in fuel supply pipe. 

4. Valve closes suddenly in gasoline supply pipe. 

5. Water in carbureter. 

6. Weak battery. 

6. Causes of Sudden Stoppage of Engine. — If an engine 
has been running well and stops suddenly, and the cause of the 
trouble is known not to be due to breakage of an important 
part, the following causes may be looked for : 

1. Fuel tank empty. 

2. Dirt in carbureter. 

3. Primary wire broken or short-circuited. 

4i Vibrator stuck in a single-cylinder or master-vibrator 
ignition system. 

7. Causes of Back Firing Into Carbureter. — If explosions 
occur in the carbureter, the probable causes are : 

1. Mixture too lean. 

2. Inlet valve binds or valve spring is weak. 

3. In a two-cylinder engine with the spark plugs in series, 
back firing may be due to retarding the spark excessively when 
starting the engine. 

8. Causes of Slow But Constant Decrease of Power. — The 

most probable causes of the power of an engine decreasing 
slowly and constantly are the following : 

1. Vent closed in fuel-supply tank, provided it is of the 
gravity type. 

2. Insufficient pressure in compression fuel tank. This may 
be due to a leaky or binding check-valve in the compression 
pipe, or to the tank not being tightly closed. 

3. Valve gradually jarred shut in the feul pipe. 

4. Poor compression on account of a valve becoming leaky 
in a single-cylinder engine. 

9. Reasons for Failure of Engine to Develop Full Power. — 



Troubles and Remedies 195 

A failure of the engine to develop its full power should not be 
confused with frictional resistance in the transmission system, 
or dragging brakes. The chief reasons i^or this trouble in the 
engine itself are: 

1. Back pressure on account of a choked muffler. Opening 
the muffler cut-out or relief valve will at once indicate whether 
or not this is the cause of the trouble. 

2. Lubrication insufficient, especially in the cylinder. 

3. Overheating. 

4. Compression leaks at the valves, around the piston, or 
through a porous cylinder wall or a loose cylinder plug. 

5. Particles of carbon or other dirt under a valve. 

6. Valves not properly timed. 

7. Mixture too rich or too lean. 

8. Ignition spark weak on account of weak battery. The 
spark does not always occur early under this condition. 

9. Water entering cylinder from water-jacket. 

10. Timer slipped on shaft, causing late spark. 

10. Reasons for Engine Not Running Slowly and Pulling 
the Car. — It sometimes happens that an engine will run at 
high speed and pull the car, but will fail to pull the car when 
slowed down. The probable reasons for such behavior are as 
follows : 

1. Carbureter not adjusted properly. 

2. Magneto magnets weak, or magneto not speeded to suit 
the engine. 

3. Compression in the cylinders poor. 

11. Causes of Engine Not Running at High Speed. — If it 

should be found that an engine will run well at low speeds, but 
cannot be speeded up to high speed, the probable causes are 
the following : 

1. Carbureter not adjusted properly, or not receiving fuel fast 
enough. 

2. Weak battery. 

3. Vibrator of igniter too heavy or set too tight to respond 
quickly to the action of the primary current. 

4. Timer defective. 

KNOCKING OR POUNDING 

12. Mechanical Causes of Knocking. — Undoubtedly the 
sense of hearing is more useful in detecting irregularities in 
the running of an engine than any other sense. By means of 
the sounds produced, the engine talks to the operator, and 
with a little intelligent study he will soon understand the 



196 Troubles and Remedies 

language. Even at a distance it is often possible to tell whether 
an engine is running regularly or whether, as indicated by the 
sound of the exhaust, some of the charges admitted to the 
cylinder are expelled without being exploded. Standing in 
close proximity to the engine, the operator may distinguish 
a variety of sounds indicating defects about the engine and 
calling attention to the necessity of applying proper remedies at 
the first opportunity. By opening the muffler cut-out, provided 
the engine is fitted with one, any irregularity in the running 
can be more readily detected. 

13. Knocking in automobile engines may be due to looseness 
or rattle in some external part, owing to nuts having worked 

' loose or to bolts being sheared off or being too small for their 
holes. Knocking due to such causes is readily detected by a 
careful inspection while the engine is running. This inspection 
may be aided by laying the hands on parts suspected of being 
loose, when vibration will easily be felt ; also by careful scrutiny 
with an electric flashlight for evidences of movement where two 
parts are bolted together. 

About the most likely place to find looseness of this descrip- 
tion is in the holding-down bolts that secure the engine to 
the frame on which it is mounted; but in certain horizontal 
engines it may also be found that the caps over the main 
bearings are loose, owing to the fact that they have not been 
properly tongued into the bottom halves or pillow-blocks of 
the bearings. Looseness at either of these two points should be 
remedied in the repair shop, as it always necessitates the sub- 
stitution of larger bolts, aided perhaps by dowel-pins; and in 
the case of the bearing cap it may be necessary to make an en- 
tirely new cap, with proper tongues fitting into grooves that 
must be machined or chiseled in the pillow-block. 

14. A prolific cause of knocking is looseness due to wear in the 
bearings of the main shaft, the crankpin, or the wristpin. In 
a four-cylinder vertical engine, the main-shaft bearings may be 
quite loose without causing a knock, because the weight of the 
shaft and the flywheel holds the shaft down; but a horizontal 
engine will, under certain conditions of speed and load, pound 
with a small amount of looseness. Only a very limited amount 
of looseness should be permitted in the main-shaft bearings 
of any engine, both on account of the danger of springing the 
shaft and because a bearing worn beyond this extent is liable 
to begin cutting, as it is difficult to keep sufficient oil in such 
a bearing. 

15. Looseness in the flywheel bearing of a vertical engine 
is disclosed by putting a jack or a lever under the flywheel 
and working it gently up and down. In the case of a hori- 
zontal engine it is necessary to move the shaft approximately in 
line with the pressure of the explosions, and a lever will have 
to be applied to the flywheel or shaft in whatever manner seems 
most practicable. Occasionally, looseness of the shaft can he 



Troubles and Remedies 197 

detected by rocking the flywheel back and forth against the 
compression in the cyHnder. If the pull of the sprocket chain 
comes on the engine shaft, looseness in the adjacent bearing 
may possibly be detected by alternately stretching and relaxing 
the chain, which can be done by grasping it midway between 
the sprockets and pulling it up and down as far as it will go. 

Another very good way to disclose looseness in the main 
bearings of any car having a planetary transmission gear on 
an extension of the engine shaft is to tighten one of the 
friction bands of this gear by the appropriate lever, usually 
the low-speed or the reverse lever. It very rarely happens 
that the tension of these bands is exactly balanced, so as to im- 
pose no radial pull on the shaft. Tightening the band will move 
the shaft to whatever extent the adjacent bearing has worn. 

A novice should not attempt to refit the main-shaft bear- 
ings, as this operation requires a great deal of skill and experi- 
ence for its correct execution. 

Wear in the crankpin bearings is disclosed by setting the 
cranks at about half stroke and then rocking the shaft back and 
forth. 

16. Knocking in the wristpin, due to wear of the pin and its 
bushings, is not among the more common troubles and does not 
need to be taken care of at once unless aggravated. It is 
well, however, not to neglect this trouble too long, as the bush- 
ings and the pin will be worn out of round so badly that 
they cannot be used. A good engine will run a car many 
thousand miles before any replacement is demanded at this 
point. When it is taken out, the wristpin should be calipered 
all around. If it is out of round, it should be ground true; 
or, if this is impracticable, a new pin will have to be supplied 
and the bushing reamed or scraped to fit. This, of course, 
should be done in a repair shop. 

17. Knocking is occasionally due to the wristpin and the 
crankpin not being exactly parallel. This causes the connecting- 
rod to oscillate from end to end of the wristpin and crankpin 
bearings ; and if, as is customary, there is one-sixteenth or more 
of end movement in these bearings, the knocking may be very 
noticeable. If, as is likely to be the case, it is impossible to 
make the pins parallel, the only recourse is to take up the lost 
motion at the end of one or the other bearing, and possibly both 
bearings, by the use of washers or cheeks soldered to one end 
of the bushing and brasses. This cause of knocking is not 
common, particularly in the better class of engines. 

18. The best construction is to secure flywheels to short shafts 
by bolting them to flanges instead of keying them. Sometimes, 
however, a flywheel is held on by a common key or by two 
keys 90° apart, and frequently it will work loose on its keys. 
This will inevitably result in a knock, which will be very loud 
if the engine has fewer than four cylinders. The crank- 



198 Troubles and Remedies 

case should be opened and the cranks blocked so that the 
shaft cannot turn; then force should be applied to the flywheel 
to disclose the looseness, if any. Sometimes the flywheel will 
be so tight on its shaft as to resist turning in this manner by 
using any ordinary force. In this case, it is best to take the 
car to a repair shop if a thorough search has failed to disclose 
any other cause of the noise. 

A sprung shaft will always cause knocking, and also rapid 
wear and cutting of the bearings. 

19. Combustion Knocks. — Besides the mechanical causes 
of knocking, there is a class of knocks that may be called com- 
bustion knocks. Such knocks are altogether distinct from the 
t)receding, in that they may occur without appreciable looseness 
in the bearings. They are due to excessive rapidity of combus- 
tion, coupled generally with too early ignition, the charge being 
completely burned before the piston has reached the end of the 
compression stroke. The most obvious cause of combustion 
knocks is too early ignition, as when running up a hill without 
suitably retarding the spark. A contributing cause is a slightly 
weak mixture, because a mixture of this kind burns faster 
than a normal or overrich mixture. Pounding in particular 
cylinders of a multicylinder engine may be due to unequal 
rapidity of combustion, which itself may be due to unequal 
charges, as when the valves are unequally timed, or to irregular 
spark timing, such as may result from a wabbing timer or 
badly adjusted vibrators. If the timer contact surfaces have 
been roughened by sparking or by wear, they will cause the 
contact maker of the timer to jump when running fast, and 
therefore to make erratic contact, resulting in irregular firing. 
The knocks are not necessarily violent, and they may sound 
a good deal like the knocks due to loose bearings, except that, 
if caused by faulty action of timer or vibrators, they will occur 
irregularly. 

20. Pounding due to too early ignition is not always due to 
failure to retard the spark; in fact, a partly compressed charge 
may often be ignited before the spark occurs by coming into 
contact with incandescent particles of carbon that adhere to 
the combustion chamber or piston head. This defective action 
is called preignition. Preignition may also be caused by in- 
sufficient cooling of the cylinder, due to a shortage of cooling 
water, to portions of the water-jacket becoming filled with 
deposits of any kind, or to improper circulation of the water, 
any one of which will be indicated by the boiling of the water 
or by the smoking of the exterior of the engine. 

Imperfections in the surfaces of the combustion chamber — 
such as sand holes or similar cavities, and small projections on 
any surface exposed to the heat of combustion — or parts that 
are not sufficiently cooled while the engine is running under a 
fairly heavy load, may also cause preignition. 



Trouhles and Remedies 199 

21. Premature ignition manifests itself by a pounding in the 
cylinder, and if permitted to continue, it will cause a drop in 
speed, finally resulting in the stopping of the engine. It will 
also put an excessive amount of pressure on the bearings, 
especially the connecting-rod brasses, and cause them to run 
hot even when properly lubricated. After a shut-down due to 
premature ignition and a short period during which the engine 
is idle, allowing the overheated part to cool off, it is possible 
to start again without difficulty and run smoothly until the 
conditions of load will cause a repetition of the trouble. 

If the engine has two or more cylinders, and only some of 
them inclined to preignition, the result is that it is impossible 
to time the ignition correctly for all cylinders. The cylinders 
having a tendency to preignition must receive a late spark to 
prevent combustion from being completed too early, while the 
other cylinders will require an early spark. Thus, the engine 
cannot possibly be made to develop its full torque, or turning 
moment, unless it is running so fast that the tendency to preigni- 
tion may be neglected. 

True preignition results almost always, except at the highest 
engine speeds, in the charge being completely burned before 
expansion begins, and it is easily distinguished, especially if 
the engine is taking full charges, by the resulting sound, which 
is a sharp, metallic bing! bing! bing! closely resembling that 
produced liy a hammer striking a block of cast iron. It is 
dangerous to run the engine slowly, and this is true even if only 
one cylinder is preigniting. If the engine is running at good 
speed, with an early spark, the symptoms will be those of rapid 
combustion in the cylinders affected, namely, a hardness in the 
sound of the explosion, without actual knocking, while in the 
other cylinders, if any, the explosion will be soft. As the 
speed of the engine is reduced and the spark is retarded to suit, 
the hard sound of the explosions gives place to unmistakable 
knocking. A good test for preignition due to carbon is to start 
the engine with everything cold, and run the car at high speed 
up the nearest hill before the water in the radiator has had 
tims to get hot. The bing! bing! bing! then is a sure sign. If 
the carbon deposit is very great, the engine may knock when 
gearing up, provided this is done quickly with the engine run- 
ning slowly. 

22. The remedies to be applied to overcome preignition, 
according to the source of the difficulty, as as folows : Remove 
the carbon deposit, plug the sand holes, or blowholes, and 
remove the sharp projections not intentionally made on any 
surface subjected to the heat of combustion; also, keep the 
water system full of water, clean it out if stopped up or dirty, 
and make sure that the water circulates properly. 

A small quantity of carbon will give no trouble, but as the 
deposit thickens, some portions of it will remain incandescent 
from one explosion to the next and will ignite the fresh charge 



200 Troubles and Remedies 

at some point in the compression stroke, depending on condi- 
tions. The fact that the charge is not ignited until some time 
during compression is due to the fact that the more highly it 
is compressed, the more easily it will ignite. Usually, though 
not always, an engine that prematurely ignites tlic charge on 
account of an excessive deposit of carbon will continue to run 
by spontaneous ignition for several seconds after the igniter 
switch has been opened. If the throttle cannot be closed 
tight enough to stop the engine when it is running idle, it can be 
stopped by throwing in the clutch or otherwise engaging the 
transmission mechanism. The hammering due to preignition, 
as would be expected, is most marked when the engine is run- 
ning slowly with the spark suitably retarded, and it will gen- 
'erally manifest itself when hill climbing, owing to the fact that 
the throttle is then wide open and the spark necessarily retarded 
to suit the slow speed of the engine. 

23. Causes of Carbon Deposit in Cylinders. — The deposi- 
tion of carbon in the cylinder is generally due to an overrich 
combustible mixture, an excessive amount of lubricating oil, or 
an unsuitable quality of lubricating oil. A deposit of carbon will 
sometimes accumulate gradually even when the lubricating oil 
is of the right quality and used in proper amount and when 
the combustible mixture is apparently of the correct propor- 
tions. Carbon is probably deposited on the piston head only 
when it becomes very hot. In such cases, the incoming mixture 
strikes the piston head and a portion of it is dissociated, or 
split up, by the high temperature of the piston, so that part of 
the carbon is liberated and deposited on the piston head. The 
carbon is deposited in two forms. One form is similar to that 
of ordinary soot; the other is more like coke. 

24. Carbon in the form of coke is not generally found any- 
where except on the piston head, where it collects so as to 
form a rough surface with small projections. This carbon is 
liable to become very hot and cause preignition. If a flake of 
the carbon breaks loose, it may lodge under the exhaust valve 
and thus cause a temporary loss of compression and power; or, 
it may work down between the piston and cylinder wall and 
produce a scratch, or score, on one or both. 

Soft soot-like carbon is generally deposited over the entire 
surface of the cylinder space, except possibly the piston head. 
The portion that settles on the bore of the cylinder is generally 
scraped off as rapidly as it is deposited, either by the piston or 
the piston rings. The carbon that is scraped off by the piston 
rings mixes with the lubricating oil and sometimes collects 
around and under them, thus preventing their elastic action. 
This is especially apt to occur if the lubricating oil has a tend- 
ency to leave a gummy deposit as it is evaporated or burned in 
the cylinder. 



Troubles and Remedies 201 

Soft carbon also deposits on the spark plug to an extent that 
depends at least somewhat on the form and material of the 
insulation in the plug. If the carbon settles to any great extent 
on the insulation, the plug becomes short-circuited and mis- 
liring results. A portion of the carbon that deposits on the 
other parts of the wall of the combustion chamber generally 
does not produce any serious results until the deposit becomes 
thick enough to flake loose or form projections that become 
heated so as to cause preignition of the charge. The portion that 
flakes off may lodge temporarily under the exhaust valve. 

In two-cycle engines, carbon sometimes collects in the exhaust 
ports so as to choke them. This, however, is not so likely to 
occur in the more modern engines with large ports as in engines 
with small ports and small exhaust passages. Practice has shown 
that many of the earlier two-cycle engines had ports and pas- 
sages entirely too small for high speed. 

25. Removal of Carbon from Engine Cylinders. — The soft 
carbon can be removed more or less effectively from .the cylinder 
by means of a liberal supply of kerosene. The kerosene should 
preferably be put in the cylinder when the engine is hot, crank- 
ing the engine as many times as it has cylinders and permitting 
it to stand for some time, as overnight. If the piston is then 
worked back and forth or the engine rotated by hand, the soft- 
carbon deposit can generally be washed off completely from the 
cylinder walls, or it may be blown out through the exhaust 
if the engine is run a few minutes. It is also sometimes advi- 
sable to draw off the lubricating oil from the crank-case and 
put in a liberal supply of kerosene. Then, after the kerosene 
has been allowed to stand in the cylinders overnight, the engine 
should be run for a few minutes under its own power, the 
splashing of the kerosene serving to wash away any carbon 
particles that would otherwise adhere to the lower ends of 
pistons and cylinders. The soft carbon will also be at least 
partly removed in this manner from around and under the 
piston rings. 

There are various compounds on the market that, according 
to claims made for them, will cut the carbon loose rapidly and 
effectively without injuring the parts of the engine. Some of 
them remove both hard and soft carbon without apparent injury 
to the engine. 

The hard-carbon deposit on the piston head can be removed 
by scraping. The method of scraping depends, of course, on 
the construction of the engine. In some forms, a scraper can 
be inserted through the opening that remains after removing 
one of the valves. Some automobile engines are so constructed 
that the cylinder head may be removed without disturbing the 
piston and valves; in such cases, the part of the cylinder in 
which carbon deposits occur is readily accessible. 



202 Troubles and Remedies 

Part 2 

COOLING AND LUBRICATION TROUBLES 

COOLING-SYSTEM DIFFICULTIES 

26. Lack of Water in Radiator.— Lack of water in the 
radiator of the cooling system for an automobile engine is 
indicated by the rapid emission of steam, provided there is 
sufficient water to enter the engine jacket; by overheating and 
smoking of the engine, followed by laboring, groaning sounds, 
owing to the oil being burned away as fast as it is supplied to 
the pistons ; and, if the engine still continues to run, by expan- 
Sjon and seisure of the pistons in the cylinders. 

Trouble from lack of water is due to carelessness in not 
filling the tank before starting; leakage in the radiator, pump, 
or piping; accidental opening or breakage of the drain cock at 
the lowest point of the circulation system. 

The remedies for trouble of this kind are apparent in in- 
spection. If the engine becomes overheated so that the water 
boils rapidly away, and there is reason to think that the upper 
portion of the water-jacket is dry, the engine should be allowed 
to cool before water in added; otherwise, the sudden contrac- 
tion may warp or even crack the cylinders or it may cause the 
cylinders to contract and seize the pistons. If the water gives 
out when at some distance from the nearest source of supply, 
the engine may be allowed to cool off and the car may then be 
run with the throttle nearly closed and the spark advanced as 
much as it will bear without knocking. This may be kept up 
sometimes for J/2 mile before it is necessary to stop to cool the 
engine. The crank-case should be liberally supplied with oil to 
prevent the pistons from becoming dry, or, if a sight-feed oil 
cup is used on the cylinder, it should be set to feed quite rapidly. 
The engine should be stopped be set to feed quite rapidly. The 
engine should be stopped at the first sign of distress, as in- 
dicated by a groaning sound, turning with difficulty, or knocking 
caused by preignition due to hot cylinders. 

27. Obstructed Circulation. — An obstruction to the circula- 
tion of the cooling water elsewhere than in the radiator will 
cause the bottom of the radiator to remain cool while the 
top is probably boiling hot. 

Obstructed circulation may be caused by a broken pump, a 
broken driving connection to the pump, or a slipping belt or 
friction pulley, provided the pump is driven in this manner ; by 
waste or some similar material that has lodged in the pump 
or piping; or by a piece of hose lining that has become loose 
and acts as a flap valve or check-valve to close the pipe partly 
or completely. 

Air or steam in the water system sometimes prevents circula- 
tion when all, or rather nearly all, the' water has been drawn 



Troubles and Rp:MEniES 203 

off and the system has just been refilled. If there is an air 
valve at the pump or in the higher portion of the water system, 
it should be opened to allow the air or steam to escape. Some- 
times when the water has become very hot, steam collects in 
the pump and temporarily prevents circulation of the water. A 
check-valve placed near the outlet of the pump will generally 
prevent this occurrence, however. 

When the water stops circulating, the engine naturally heats 
rapidly and there is a consequent decrease of power. If the 
engine is kept running long under this condition, some injury 
may be done to the cylinder and piston. In many cases, the 
frictional resistance to the motion of the piston may become 
so great that the engine will stop of its own accord. 

The remedies for defective circulation of the cooling water 
will usually become apparent on inspection. 

28. Fan Troubles. — A simple trouble, but one likely to be 
mistaken by the novice for radiator or circulation trouble, is the 
slipping of the fan belt. The belt should be tested occasionally, 
and not allowed to get so loose that the fan pulley can spin 
inside it. It does not have to be tight. If the fan does not 
run at full speed so as to draw air through the radiator and 
force it against the engine with sufficient rapidity, the cooling 
water may become so hot as to allow the cylinders to overheat. 

Some types of gear-driven fans are provided with a spring- 
closed friction clutch, so that they will not be suddenly jerked 
when the engine starts. A fan thus driven may fail to run 
at full speed because the spring of the friction clutch either 
is too weak or is broken. A fan may of course stop entirely 
on account of a broken belt or gear. 

In an emergency, as when the fan belt is lost, the fan may 
be driven temporarily by means of either a strong piece of 
cord or a piece of belt lacing. The latter, cut into strips, can 
be purchased from dealers in belting and mill supplies. Cord 
such as is used for chalk lines in carpentry or for deep-sea 
fishing can generally be purchased of any hardware dealer. It 
may be necessary to put on several separate bands of the cord 
or belt lacing in order to drive the fan at full speed. 

If a belt slips on account of too much oil, the pulley and belt 
should be cleaned with gasoline. 

29. Frequently, a belt will break at the connection between 
its ends. A very simple, inexpensive form of connection that 
can be readily carried for making repairs in such a case, or 
made as required, is a wire bent into a double-hook form. Three 
styles of such belt hooks, or fasteners, are illustrated in Fig. 1. 
Each form is made in four sizes. To insert a fastener, each 
end of the belt is pierced so as to form a hole to receive one 
end of the hook. This hole can be made with a small knife 
blade, keeping the back of the blade next to the end of the belt, 



204 Tkouhles and Remedies 

or, better, with a brad awl, or a punch. In the absence of such 
tools, the handle end of a file may be used. The point of the 
file must of course be sharp, and a wedge-shaped point will be 
found more suitable than a round one. After a fast'*ner is in- 
serted, its ends should be bent down with a pair of pliers or 
in any way that is convenient. 

In the absence of belt hooks or suitable wire for making them, 
a piece of fence wire, telephone wire, or wire such as is used 
for baling hay and straw may prove suitable. Small soft-iron 
wire can also be used to fasten the ends of a belt together. In 
using this kind of wire, it should be run through the holes 
several times, in the manner of a lacing. A long, slender wire 
qail with the head cut off also makes a very suitable belt 
fastener. 

30. Scale or Sediment in Radiator. — The presence of scale, 
sediment, or oil in a radiator is indicated when the whole radi- 
ator becomes unusually hot or when steam formed in the jacket 
forces water out of the overflow pipe of the radiator. Over- 
heating of the radiator because of scale should not be confused 
with that due to a large decrease in the radiation of heat be- 
cause the outside of the radiator is covered with an excessive 
amount of dirt or mud, nor with that due to the production of 
an unusual amount of heat in the engine. 

Scale will deposit from hard water if the temperature of 
the water is allowed to approach the boiling point. A similar 
scale, almost impossible to eliminate, will crystallize from cal- 
cium-chloride non-freezing mixtures if these are allowed to be- 
come supersaturated. 

31. Impure water used in the cooling system may leave either 
a coating over the surfaces with which it comes in contact or 
sediment where it has an opportunity to settle. If oil or grease 
becomes mixed with the water, an oily deposit will be left on 
the walls of the enclosing space. All these deposits reduce the 
cooling efficiency of the radiator. 

Soft mud can be more or less completely washed out by 
attaching a hose to the cooling system and forcing water through 
it as rapidly as possible. The water should be sent through first 
in one direction and then in the other. There should be a free 
outlet from the system, so that the pressure in it will not be- 
come high enough to bulge or burst the tubes of the radiator. 
Ordinary dirt can also be cleaned out by a strong, hot solution 
of lye, which should be used with care, as it burns the skin 
badly. 

Oil and grease can be removed from the inside of the radiator 
and other parts of the cooling system by putting in a liberal 
supply of either kerosene or kerosene and soap and then run- 
ning the engine until this cleaning compound becomes hot and 
has time to act on the oily deposit. The cooling system should 



Troubles and Remedies 205 

be drained and washed before filling again with clean water. 
Mud on the outside of a radiator can be removed by means of 
water or water and soap, and for the removal of external oil 
and dirt, gasoline applied with a brush or a swab will be found 
eflFective. 

32. The removal of scale deposited by hard water may prove 
to be a difficult operation. If the chemical nature of the scale 
is known, a chemist can generally advise what substance will 
dissolve or loosen it. In many cases, however, the substance 
that will act on the scale will be injurious to the metal of the 
radiator or other parts of the cooling system. For this reason, 
it cannot be used, except in some cases where the action on 
the scale i.s so much more rapid than on the metal that the 
scale can be dissolved, or at least loosened, before appreciable 
injury is done to the metal. 

The scale deposited by the hard water that is found through- 
out a considerable portion of the United States can be softened 
and removed with a solution of carbonate of soda, which_ is 
simply common washing soda. The proportions of the solution 
are about 2 pounds of soda crystals to 1 gallon of water. Before 
putting in the solution, the system should be thoroughly drained. 
The water drained out should be measured, and then an equal 
quantity of the solution made up and put into the cooling system 
so as to fill it. The solution can be left in for 8 or 10 hours 
and then drawn off, after which the system should be washed 
until the water that flows from it is clear. The scale is loosened 
by the carbonate of soda and washes out in the form of sludge, 
which lookes like mud. 

33. A radiator badly choked with lime scale is practically use- 
less, although, if it is made entirely of brass and copper, the 
scale may sometimes be removed by the use of a dilute solution 
of hydrochloric acid in the proportion of about 1 part of acid 
to 10 parts of water. This solution should be left in the radiator 
long enough only to loosen the scale, after which it should 
be drawn off and the radiator washed out. In doing this, a 
good plan is to disconnect the radiator from the engine so as 
to confine the effects of the acid. The scale in the water- 
jacket space of the engine can be scraped off from the acces- 
sible portions. Scale is not likely to deposit to any great extent 
in radiators that have thin, flat vertical tubes, especially if there 
Is rapid forced circulation of the cooling water by a powerful 
circulating pump. 

There is seldom enough oil in the cooling water to cause 
much coating of the cooling surfaces. About the only place that 
oil can get in is at the circulating pump when it is excessively 
lubricated. In many sections of the United States, automobiles 
can be run for several years without appreciable deposit of mud 
or scale. Rainwater or other so-called soft water should be 
used wherever possible, and all water should be strained. 



206 Troubles and Remedies 

34. Defective Pump Packing. — If tlie packing of the cool- 
ing-water circulating pump becomes loose enough to cause a 
leak, the water system will be gradually drained. When the 
water level falls below that necessary to keep up circulation, 
the cylinders will become hot, possibly hot enough to cause 
trouble in the engine. 

The circulating pump is usually provided with an adjustable 
stufifingbox gland so as to keep the packing water-tight. If any 
special form of packing originally used in the pump becomes 
so worn that it cannot possibly be kept water-tight, the pump 
can be very satisfactorily packed by the use of tow, provided 
the gland is anything like the customary form. Tow is an in- 
ferior quality of flax, such as is used in making linen goods. 
Irt order to use the tow for packing, it should be straightened 
out into a rather thin, long string and then twisted slightly so 
as to hold it in shape. The ends should be tapered down to a 
few fibers. To put the tow packing in place, it is wrapped 
around the spindle and pressed into the stufifingbox space with 
the end of some blunt tool, such as a screwdriver that is worn 
round on the corners or a hardwood stick suitably shaped. The 
tool used should not have sharp edges, else it will cut the fiber of 
the tow. Care should be taken not to scratch a bearing surface 
or injure a screw thread with a hard steel tool. The gland of 
the box is then pressed into place and drawn hard against the 
packing by the nuts or other devices provided for holding the 
gland in place. After the gland has been drawn down hard 
against the packing, the nuts should be slightly loosened to 
remove the pressure against the packing. The object in first 
tightening the gland up hard against the packing is to press 
the packing into shape, so that it will fill the packing space. 
The final adjustment should be such that the shaft will turn 
freely, but there should be no leak past the gland. 

LUBRICATION TROUBLES 

35. Lack of Cylinder Oil. — The symptoms of lack of cylin- 
der oil are manifested in a sudden laboring of the engine, a 
dry or groaning sound, and partial loss of compression, followed 
by probable seizing of the piston. If the piston does not seize, 
it the cylinder walls will at all events be scored. A groaning 
sound due to lack of lubrication in a cylinder practically never 
occurs in a single-cylinder engine, and it seldom occurs in one 
with only two cylinders ; but in an engine with three or more 
cylinders, one of the cylinders may become dry and the others 
still have enough power to drag the dry piston against the 
excessive frictional resistance thus produced. 

Among the causes of lack of cylinder oil are clogging of 
lubricator by dirt or waste, obstruction in oil pipes, leaky check- 
valves, leaky pump packing, broken oil pipe, oil too cold to feed, 
lack of oil in crank-case, etc. The remedies for trouble due 



Troubles and Remedies 207 

to lack of cylinder oil will become obvious on inspection. The 
engine should be stopped and allowed to cool, and it should be 
seen that the section of the crank-case corresponding to the dry 
piston has a liberal supply of oil before starting again. Also, 
a little oil should be squirted through the compression relief 
cocks or through the hole' made by removing a spark plug, in 
order to insure the lubrication of the pistons without waiting 
for oil to reach them from the regular sources. The obstruc- 
tion should be removed or the break repaired as soon as pos- 
sible. 

36. Lack of Oil in Bearings. — A slightly loose main or 
crankpin bearing will sometimes be cut badly as a result of a 
temporary stoppage of oil feed, and yet give no noticeable 
symptom until the bearing is so badly cut that knocking begins. 
If a well-fitted bronze-bushed bearing becomes dry, it is more 
likely to stop, or at least retard, the engine. A babbitted bearing 
will melt out and let the shaft settle as far as other supports 
or bearings will allow. The result may be a violent pounding, a 
bent or broken shaft, or cut bearings generally, according to 
the particular conditions. There is no real safeguard against 
lack of oil in bearings except the vigilance of the operator, com- 
bined with a system of oiling not liable to go wrong. It is not 
safe to depend on detecting a dry bearing by the sense of touch, 
because often the metal adjacent to bearings is sufficient to 
carry the heat away. Generally, trouble from this cause is due 
to neglect to supply oil or to see that the sight feeds are work- 
ing properly. It may also be due to a broken pipe, cold oil, etc. 

There is no excuse for neglect to clean the oil strainer or 
for failure to inspect the oil pipes, unions, etc. or to know 
when starting out how much oil is in the crank case. A badly 
cut bearing should be sent to a repair shop and attended to 
without delay ; but a bearing only slightly cut may be kept in 
service by the addition of a small quantity of flake graphite to 
the oil. If possible, the shaft should be taken out and polished 
with emery cloth and oil, otherwise bronze from the bearing is 
likely to cling to it and aggravate the cutting. 

Zl . Improper Oil in Cylinders. — The trouble symptoms 
produced by the use of oil unsuited for lubricating the piston are 
white or yellow smoke in the exhaust, rapid fouling of spark 
plugs, partial clogging of inlet and exhaust valves, and rapid 
accumulation of carbon on the valves in the combustion chamber 
and about the piston rings. 

To remedy the trouble, empty out all of the unsuitable oil if 
possible and substitute oil known to be good. Inject kerosene 
freely through the compression relief cocks or spark-plug holes 
to loosen the carbon deposit on the piston rings, and use kero- 
sene to free the valves if they stick. Drain the crank-case, and 
if possible open it and clean out any carbon that may have 
worked down past the piston and mingled with the oil. Change 



208 Troubles and Remedies 

all the spark plugs, and clean them when opportunity offers. 
Put in plenty of fresh oil before starting, and see that oil is 
supplied to the pistons so that they will not gn dry before oil 
begins to feed from tlie cylindrr lubricator. 

38. Too Much Oil on Pistons. — Too much oil on the pis- 
tons is indicated by white smoke in the exhaust, and fouled 
spark plugs and valves, substantially as when inferior oil is 
used, though the symptoms are not so pronounced. An exami- 
nation of the combustion chamber through the inlet valve or 
spark-plug hole, using a mirror and electric flashlight if neces- 
sary, will show an unnecessary amount of oil around the top of 
the piston. With the oil correctly regulated, it shonld not accu- 
rpulate on the piston head in any great quantity. 

Trouble from this source is remedied by drawing off part 
or all of the oil from the crank-case, provided it contains more 
than is necessary for running the engine, and reducing the oil 
feeds to the cylinders if necessary. 

Part 3 

CYLINDER AND PISTON DISORDERS 

EXAMINATION OF PARTS 

39. Scored and Leaky Cylinders. — One cause of scoring of 
the cylinder lies in the fact that the ends of the piston pin or 
wristpin when loose sometimes protrude through the hole, or 
bearing, in the piston. Some pins have their bearing in the 
piston itself, while others, being tightly secured in the piston, 
have their bearing in the upper end of the connecting-rod. No 
matter which construction is employed, the ends of the pins 
should never come in contact with the cylinder walls. The pin 
must by some absolutely positive method be kept in place. 

Although a loose wristpin is often the cause of a scored 
cylinder, yet there are three other causes, resulting from imper- 
fections of design or of machine work, to which scoring can be 
traced, namely, loose core sand, imperfectly fitted piston rings, 
and loosening of the pins that are sometimes used to prevent 
the piston rings from turning in the slots in the piston. 

40. Trouble from loose core sand in due to sharp sand that 
usually comes from the cored passage connecting the crank-case 
with the inlet or pass-over port to the combustion chamber of 
two-cycle engines. With cylinder castings properly pickled in 
dilute sulphuric acid to remove the sand, this trouble is not 
experienced; but with the method of cleaning castings by means 
of the sand blast, the cored passages are frequently neglected. 
Some two-cycle engines are provided with a removable plate 
over the inlet port for the purpose of permitting an examina- 
tion to make sure that it contains no core sand to cause trouble. 



Troubles and Remedies 209 

If, ill an engine of the two-cycle type, the scoring consists of 
several parallel marks on the side where the inlet port is 
located, it is safe to ascribe the trouble to sand. If the scoring 
is on the exhaust-port side, it is usually an indication of insuf- 
ficient lubrication ; as the hot exhaust gases pass out they burn 
the oil off that side of the piston and cylinder, the exhaust 
side of the two-cycle engine cylinder being always hotter than 
the inlet side. Scoring may occasionally be due to the presence 
in the cylinder of pieces of the porcelain insulation of spark 
plugs. Cylinders have been practically ruined through dropping 
into them the pin or nut that holds in place the spring on an 
inverted inlet valve. 

The scoring of a cylinder may also be caused by a particle 
of hard carbon getting between the cylinder wall and the piston, 
or by a small particle of hard foreign substance being drawn 
in through a carbureter whose inlet is not protected by a 
screen. A scored cylinder naturally allows leakage past the 
piston, with consequent loss of power. If the groove is so 
large that considerable of the hot gas can escape into the crank- 
case, the latter will become unduly warm during the regular 
operation of the engine. 

41. Leaky cylinders, particularly in two-cycle engines render 
the wristpin, crankpin, and main-shaft bearings subject to ex- 
cessive wear, because the heat of the gases that pass by the 
rings into the crank-case tends to burn up the oil and heat the 
bearings. If the engine is of the two-cycle type, the leaking 
products of combustion not only foul the fresh charge of gas 
so that it is not so explosive, but also reduce the quantity of 
each charge. 

If, in an engine in which the inlet and exhaust valves are 
tight and there is no leaky gasket, it is found that the com- 
pression has become materially reduced, the trouble is probably 
caused by leaks from distorted, scored, or imperfect cylinders, 
the pistons or piston rings being worn considerably or stuck 
in the slots of the piston. The only remedy in such cases is to 
remove the pistons for examination. 

If the cylinder is found to be out of round or scored, it will 
have to be rebored or reground and new pistons and rings 
will have to be fitted unless a new cylinder and piston can be 
obtained at a lower cost. If the rings are found to be rusted 
or stuck in the slots, they will have to be removed, even if 
to do so it is necessary to break them. They may have worn 
to such an extent that the openings at the points of parting 
are such as to allow a loss of pressure, the leaking charge 
passing either into the tight crank-case, if the engine is two- 
cycle, or into the atmosphere. If such leakage is not stopped, 
the heat of the escaping gases will burn the oil out of the 
crank-case, and the bearings will soon become badly worn and 
perhaps ruined. 



210 Troubles and Remedies i 

42. Cracked Cylinders. — The result of overheating, due to 
the failure of the cooling system, as well as of the freezing 
of the water in the water-jacket, is a cracked cylinder. The 
effect of a cracked cylinder is generally an immediate loss of 
power and still more excessive heating of the cooling water, 
which, in the case of a single-cylinder engine, will generally 
result in stopping the engine. A multiple-cylinder engine, how- 
ever, may continue to run on the other cylinders for some time 
after one has become cracked. 

An engine that has a cracked, or porous, cylinder or a loose 
plug in a cylinder wall will always heat the cooling water more 
rapidly than when there is no such defect. Some of the cool- 
ing water will generally be drawn into the cracked cylinder 
during the suction stroke. This water .immediately vaporizes, 
and the steam thus formed prevents a full charge from being 
drawn in during the suction stroke. The spark plug is also 
likely to become so wet that its insulation is imperfect and a 
short circuit occurs. Both of these actions cause misfiring, 
and the dilution of the charge by the steam is liable to cause 
back firing into the carbureter. 

A cracked automobile-engine cylinder can rarely be repaired 
satisfactorily in the ordinary garage or machine shop. There 
are a number of concerns, however, properly equipped to repair 
broken cylinders by brazing or welding, and in many cases such 
a concern can satisfactorily repair a broken cyHnder at a small 
cost compared with the price of a new one. 

43. Cylinder-Packing Troubles. — The joints between the 
cylinder head and the cylinder of automobile engines are kept 
tight by packings that are usually cut out of sheet asbestos 
about 1/32 inch thick. When the packing is damaged by over- 
heating or excessive pressure, water from the jacket leaks either 
to the outside or into the cylinder. The latter is the more 
serious leak of the two, as it interferes with the running of 
the engine by corroding the valve seats and stems, and pre- 
venting proper lubrication of the piston and cylinder. 

In most cases, the blowing out of a packing is caused by 
the combustion pressure opening the joint between the packing 
surfaces, the packing being heated and partly destroyed, and 
allowing water to enter the combustion chamber. A partial or 
complete stoppage of the cooling-water supply or the clogging 
of the water spaces with lime or similar deposits will also 
result in the overheating of the cyHnder and consequent damage 
to the packings. 

As soon as a leak of water from a faulty packing develops, 
preparations should be made to renew the packing at the first 
opportunity. If the leak is to the outside, it may not interfere 
with the operation of the engine, although it will cause incon- 
venience through having to replenish frequently the water in 
the cooling system. If the leak is toward the combustion 
chamber, the engine will generally stop in a short time. 



Troubles and Remedies 211 

44. Most automobile engines have the cylinder heads and 
cylinders in one piece; but a few engines have copper or alumi- 
num water-jackets. There are, however, some engines with 
separate heads. In some cases, the cyhnder heads, when sepa- 
rate, are made a ground fit on the cylinders, but they are com- 
monly made tight by asbestos gaskets. Leakage through these 
gaskets may be detected sometimes by the sound and sometimes 
by putting a little oil over the suspected place and noting the 
resulting bubbles when the crank is turned. 

In case a cylinder-head gasket leaks, it will be necessary to 
put in a new gasket. The head should be taken off, the old 
gasket removed, and the iron surfaces in contact with it care- 
fully scraped clean. The new gasket may be of sheet asbestos, 
and it should be sprinkled evenly with powdered graphite to 
prevent it from sticking. It may be cut to size by laying it 
on the cylinder and tapping it lightly with a small hammer to 
indicate the outlines. Care should be taken not to let inwardly 
projecting edges interfere with the valves; and, also, if there 
are openings through the head for the passage of water, it 
should be seen to that these are not closed by the asbestos. 

A good packing for the cylinder head is sheet asbestos with 
woven brass wire embedded in it. Packing of this kind is much 
stronger than ordinary sheet asbestos, and will not blow out 
unless the cylinder-head bolts are loose or the head is a bad 
fit. In replacing a cylinder head, the bolts should be tightened 
gradually and evenly, each being tightened a little at a time 
and the round being made three or four times so as to avoid 
localizing the stress on any one bolt. 

There is, of course, but one remedy for leaky gaskets, namely, 
renewal. The old gasket should be carefully and completely 
removed, and by means of a straightedge a careful examination 
should be made to discover, if possible, why gasket gave way 
at a particular point. There may have been insufficient surface 
or too little holding-down pressure to keep the packing in 
place, the studs may have been too far apart at the point of 
rupture or the nuts may not have been tightened after the engine 
had become heated. 

45. Worn Pistons. — The piston should be examined care- 
fully for wear. The side on which the angular pressure of 
the connecting-rod is exerted should, of course, show the most 
wear. If the front or the rear side of the pistons shows wear 
at the top or the bottom, with a corresponding amount of wear 
on the opposite bottom or top, it is proof that the hole through 
the piston for the piston pin, to which is connected the upper 
end of the connecting-rod, is higher at the end showing wear 
at the top of the piston than at the end showing wear at the 
bottom. If this is found to be the case, and the wristpin is 
tightly secured in the piston, the connecting-rod bearing for 
the wristpin will be found to have worn badly and will be bell- 



212 Troubles and Remedies 

mouthed ; that is, larger at the ends than at the center. The 
remedy for this condition is to true up the hole carefully and 
bush it, or to use a pin that is a trifle larger than the hole, 
increasing the size of hole in the upper bushing slightly. This 
is a repair job that should be entrusted only to a thoroughly 
reliable machinist having the tools and means for doing accurate 
work. Side wear on the piston is much more likely to show 
in engines having the wristpin held securely in the upper end 
of the connecting-rod, the ends of the pin having bearings in 
the piston. 

46. Worn and Broken Piston Rings. — Piston rings be- 
come stuck in the slots of the piston from two causes, namely, 

' from water getting into the combustion chamber, causing the 
rings to rust, and from the sides of the slots being slightly 
tapered instead of parallel. Where tapered sides are found, 
it is usually necessary to straighten them up in a lathe and 
use slightly wider rings. Piston rings should be renewed much 
oftener than is customary. As they become more and more 
open at the ends, the hot gases passing by the ends of the 
rings have a harmful effect on the polished cylinder surfaces, 
and in two-cycle engines they foul the mixture in the crank- 
case. 

Broken piston rings, particularly in engines with ports that 
are opened and closed by the pistons, are a source of annoyance 
and frequently cause much trouble. Piston rings are frequently 
broken because of insufficient care in putting the piston, with 
the rings in place, into the cyhnder, but breakage is more likely 
to result from getting a ring end caught in a port. To prevent 
this, two-cycle engine rings are usually pinned so that they 
cannot turn until the ends get opposite the port. 

The breaking of a piston ring will cause loss of compression, 
which may be distinguished from leakage due to the rings being 
worn by the fact that the broken ring will make a distinct 
clicking sound at the end of every stroke. It will also be 
found that oil squirted on the piston when a ring is broken 
will not stop the leak. If the engine has more than one cylin- 
der, it is probable that loss of compression due to lack of oil 
will affect all the cylinders, whereas a broken ring affects one 
only. If a piston ring is broken, it becomes necessary to take 
off the cylinder without delay and to put in a new ring. 

47. Piston rings are sometimes held in position by small 
pins, one in each ring, so that the joints of adjacent rings are 
diametrically opposite. If for any reason these pins break, a 
ring may slip round until its joint is in line with that of the 
next ring above or below. With badly worn rings gaping wide 
open at their ends, this condition will cause loss of compres 
sion that may be very puzzling. It is an unusual occurrence, 
however, and in order to locate the trouble, the cylinder may 
have to be taken off. 



Troubles and Remedies 213 

48. A loose piston ring, when the looseness is sidewise in 
the grooves, is liable to produce a very sharp clicking noise. 
This noise may not occur to a noticeable extent when the engine 
is well lubricated or running on a light load; but when the 
throttle is opened, the clicking may be very decided, especially 
if the cylinder is not amply lubricated. 

No special injury is likely to occur on account of clicking 
piston rings, but the gradual wear of the sides of the rings 
and the grooves in which they fit will have a tendency to force 
them out against the cylinder wall harder than is necessary for 
satisfactory operation. If the rings are allowed to operate in 
this manner for a great length of time, it is possible that this 
wear may be so uneven that, together with the increased pres- 
sure against the cylinder wall, a ring may be broken. In break- 
ing, a ring sometimes gives oflf a small piece of metal that 
scores the cylinder. 

The remedy for worn slots and rings is to remove the rings, 
and if the sides of the grooves in which they fit are found 
to be worn, the grooves should be machined in a lathe so as 
to make them of uniform width. After this, new rings of the 
proper width should be inserted. 

TESTS FOR COMPRESSION LEAKS 

49. Hand Tests. — For a four-cycle automobile engine with 
the usual mechanically operated valves of the poppet type, a 
hand test for compression can be made by cranking the car 
slowly by hand and noting the resistance to the rotation that 
is caused by the action of the compressed charge upon the 
piston. Before making the compression test in this manner, 
however, it should be first determined how freely the engine 
rotates when there is no compression. This can be done either 
by opening the compression relief valves of all the cylinders or 
by removing the spark plugs, releasing the clutch, and then 
cranking the engine at a comparatively slow rate by hand. An 
engine that is in good condition can generally be rotated slowly 
by the pressure of one finger of the hand on the hand crank. 
If the engine does not rotate as easily as this, there is too great 
frictional resistance to its rotation, except, of course, in pos- 
sible cases of an exceedingly large engine. If this frictional 
resistance is very great, it will probably not be possible to 
make the compression test before the engine is put in proper 
condition with regard to its ease of rotation. 

50. The following is a general outline of the method that 
can be employed to test the compression by cranking the engine : 

Open the relief valves or remove the spark plugs of all cylin- 
ders, and then open the ig^nition circuit for all cylinders at the 
switch provided for that purpose or at each spark plug. Crank 
the engine slowly to determine whether or not it rotates freely 
and without excessive frictional resistance. If there is great 



214 Troubles and Remedies 

frictional resistance, the engine should be lubricated to reduce 
the friction. If there is no reduction of friction by complete 
lubrication, then the crank, cylinders, and pistons should be 
examined to determine their condition. Next close the relief 
valve of one cylinder, or insert the spark plug if it has been 
removed, and rotate slowly until the compression resistance be- 
gins to be felt. If the compression is good, the crank can be 
rocked back and forth by pulling it up well toward the dead- 
center position and then reducing the pull on the hand crank 
to allow it to be moved backwards by the action of the com- 
pressed charge on the piston. When all the parts are as 
nearly air-tight as they should be for proper operation of the 
' engine, this rocking of the crank against compression can be 
continued for some time. 

Another method is to pull the crank around until the com- 
pression resistance is felt to a considerable extent, and then to 
hold the crank stationary and note whether the compression 
resistance continues or decreases. By holding the crank in dif- 
ferent positions, corresponding to a greater or a smaller degree 
of compression, the tightness of the piston rings in the cylinder 
can be tested for different positions of the piston. This, of 
course, can be done only when the compression space is tightly 
closed at all other places ; that is, when there are no leaks 
except possibly that at the piston. 

51. If the compression is poor, it may be due to a leak at 
any of the following parts : The exhaust valve, the inlet valve, 
the spark plug, a relief valve that is partly open or loose, the 
piston, or the joint between the cylinder or cylinder head when 
the head is a separate part from the cylinder barrel. It may 
also be due to a leaky plug that closes an opening between 
the bore of the cylinder and the water-jacket space, porous 
metal in the cylinder wall, a cracked cylinder, or a cracked 
piston head. 

52. To test for leaks around or in spark plugs, put cylinder 
oil or kerosene around the spark plug, crank the engine, and 
note whether bubbles appear in the oil around the spark plug. 
The appearance of bubbles in this place indicates leakage around 
the spark plug. A spark plug may leak between its insulation 
and the metal parts. Kerosene should be used in testing for 
such a leak. The relief valve and plugs over valves can be 
tested in the same manner as the spark plug. 

53. A test for leaky valves may begin at the exhaust valves. 
In making this test, twist the valve around so that it has a 
rotary, or grinding, motion on its seat. By turning the crank- 
shaft to the position in which the valve cam just begins to lift 
the valve from its seat, the lifting pressure of the push rod 
makes it possible to twist the valve around more easily. Twist- 
ing the valve can sometimes be done with the fingers, but 
generally a pair of gas-pipe pliers or some similar tool is re- 
quired. Twisting the valve around on its seat will generally 



Troubles and Remedies 215 

remove foreign matter, such as a particle of carbon, from 
between the valve and its seat. Carbon in this location of 
course causes leakage at the valve. Note whether there is a 
small space about the thickness of a visiting or business card 
between the end of the valve stem and its lifter. There should 
be such a space. 

If necessary, remove the exhaust pipe or manifold and hold 
a lighted candle or match at the exhaust opening of the cylinder 
under test. If there is much leakage past the exhaust valve, 
the flame will be blown outwards by the current of escaping 
air or gas. It is best to cut off the supply of gasoline while 
making this test, so that there can be no ignition. 

If the exhaust valve opens downwards from its seat, as in 
some engines, cylinder oil may be put around the valve just 
above the point where it bears on its seat. Leakage will then 
be indicated by bubbles or by the oil being blown off. A fine 
powder, such as talcum powder, can sometimes be used instead 
of oil. To test for a cracked valve, put the oil or the powder 
over the entire valve and look for bubbles or blowing off of the 
oil or powder while the engine is in compression. 

Next, put a blank gasket over the exhaust opening so as to 
prevent any air or gas from passing out of it. This gasket 
may be clamped between the cylinder outlet and the exhaust 
pipe. Put oil around the valve stem where it emerges from 
its guide, crank the engine against compression, and note 
whether bubbles are formed in the oil. A heavy oil such as 
that used in some steam-engine cylinders will be found suitable 
for this test. If a piece of sheet rubber is used for the blank 
gasket and is held in place by an open ring of some thick 
material, the rubber will be bulged out by the pressure of air 
escaping past the exhaust valve, provided the valve stem is 
not very loose in its guide. If the stem is loose in its guide, 
a liberal supply of heavy oil or thin grease may prevent leakage 
past the stem during this test. 

To test further for a crack in the valve, the valve should be 
removed. If the valve is slightly raised around the edge, im- 
merse it partly in gasoline with the raised edge upwards. The 
gasoline will penetrate even a very small crack and appear 
on the upper side of the valve. It may sometimes be more 
convenient to pour gasoline on the depressed upper surface of 
the valve and then note whether it appears on the under surface. 

The inlet valve can be tested in the same manner as the 
exhaust valve. 

54. To test for a leaky cylinder, remove the pipe tlirough 
which the hot cooling water flows from the cylinder jacket 
and see that the jacket is filled to the top of the outlet. Crank 
the engine against compression, and look for bubbles rising 
through the jacket water. Such bubbles indicate a leak from 
the cylinder bore into the jacket space. It may be possible 



216 Troubles and Remedies 

that the bubbles come from around a plug in the cylinder 
wall that was inserted to close a blowhole ; otherwise, bubbles 
indicate a cracked porous cylinder wall in an engine whose 
cylinder head is integral with the barrel. If the cylinder head 
is separate from the barrel, the leak may be through the 
joint between these two parts. 

55. To test for leakage past the piston in an engine of the 
vertical type with the cylinders above the crank-shaft, pour 
enough kerosene into the cylinder to cover the top of the 
piston completely. Crank the engine, hold it on compression, 
and note whether or not any of the kerosene drips down past 

' the piston. The crank-case will have to be open, of course, 
for this test. Gasoline should not be used in the cylinder, 
however, because it will penetrate a joint between the piston 
rings and cylindes wall that is sufficiently air-tight for all 
practical purposes. More^er, if gasoline is used, it will cut 
the oil so thoroughly from the rubbing surfaces that there is 
danger of their abrading and scoring when the engine is run. 
It may be possible to observe whether the kerosene leaks out 
between the piston and cylinder wall or through a crack in 
the piston head. In the latter case, the kerosene will come 
down through the inside of the piston. 

56. To determine whether or not the piston itself is cracked, 
it should be removed from the engine and partly immersed 
in gasoline, keeping the open end on top. If it is cracked, 
the gasoline will penetrate to the inside. Another method is 
to pour some gasoline into the piston while it is placed 
with its open end facing upwards and then note whether or 
not any gasoline penetrates through a crack to the outside. 

57. Running Test for Cylinder Leaks. — Instead of testing 
by hand cranking, it is sometimes more convenient to examine 
cylinders for all leaks except valve leaks while the engine is 
running. 

For leaks past the piston or through a crack in the piston 
head, open the crank-case, jack up the rear wheels so that 
they are free to rotate, and start the engine. Put the friction 
clutch in engagement and apply the brake so as to make the 
engine pull up to about its full capacity. Note whether smoke 
appears in the crank-case. The presence of smoke in this 
place is due to a leak past the piston or through a crack in the 
piston head. If the mixture is made overrich, more smoke 
will appear in the case of a leak than with a normal or lean 
mixture. An excess of lubricating oil may produce more 
smoke in the crank-case than will less oil, especially if the oil 
is very thin and of a poor quality for cylinder lubrication. 
There is always a possibility, however, that an excess of lubri- 
cating oil will stop a leak past the piston and thus prevent 
tlie escape of smoke in the crank-case. 



Tkouules and Remedies 217 

58. To test for a cracked or porous cylinder, a loose plug 
in the cylinder wall, or leaks between the head and the barrel 
of the cylinder, provided these parts are separate members 
of the engine, proceed as follows: Remove the cooling-water 
pipe from the top of the cylinder, disconnect the water-cir- 
culating pump so that it will not run, fill the water-jacket 
until the water is level with the top of the outlet, and jack 
up the rear wheels of the car. Start the engine, immediately 
put the clutch into engagement, and apply the brakes so as 
to put nearly the full load on the engine. Notice whether 
bubbles of gas rise through the cooling water. If the vibra- 
tion of the engine agitates the water so that it is difficult or 
impossible to determine whether bubbles are rising through 
it, place a piece of window glass over the opening so as to be 
in contact with the surface of the water and thus keep it quiet. 

It is not generally possible to determine where the gas 
escapes from the cylinder while making this test unless there 
is an unusually large opening in the top of the jacket for the 
outflow of the cooling water. This test must be made rather 
quickly, because the heating of the engine will soon cause 
bubbles of air to appear on the outside of the cylinder walls. 
These bubbles finally detach themselves and rise to the top 
of the water. Continued heating of the cylinder may be 
sufficient to produce steam in the cooling water, and this 
steam will rise in the form of bubbles to the surface of the 
water. It sometimes happens that a cracked cylinder or a 
leaky plug does not leak while the engine is cold, but begins 
to leak freely after it is well warmed up. The engine should 
therefore be run along enough to heat it well without allowing 
it to be come so hot as to generate steam. In some cases it 
may be possible, without great trouble, to arrange for a slow 
circulation of water through the cooling jacket. 

59. Hydrostatic Test for Cylinder Leaks. — A single test 
for all leaks from the cylinder of an engine can be made 
by filling the cylinder with liquid under pressure. Kerosene 
is doubtless the best liquid for this purpose, although water 
answers fairly well. Water does not pass between oily surfaces 
so readily as does kerosene and for this reason does not 
show minute leaks so well, except, of course, where there is no 
oil. A small force pump capable of giving a pressure up to 
350 pounds per square inch is required. 

The hydrostatic test can be made in the following manner : 
Disconnect the mixture inlet pipe, the exhaust pipe, and the 
cooling-water inlet pipe, and stop them up with a cork or a 
plug of some kind. Remove the spark plug, and attach the 
force pump to the cylinder by means of a pipe connected to 
the opening left by the removal of the spark plug. Pump 
the kerosene or the water into the cylinder and look for leaks. 
The leaks will be indicated by the flow of the liquid from them. 



218 Troubles and Remedies 

If the crank-shaft is left free to rotate as the pressure is 
applied to one cylinder only, the piston will naturally move out 
to its position farthest from the cylinder head. This position 
is the one in which the gas pressure applied to the piston is 
lowest in the regular operation of the engine, and also the one 
in which leaks at the piston are of least importance. A 
pressure of 60 pounds per square inch is high enough for testing 
in this position. 

The test for the piston in the position farthest from the 
crank-shaft can be made by placing the crank-shaft in the 
head-end dead-center position for the cylinder under test and 
locking it in this position. This can generally be done by throw- 
ing the clutch into engagement and setting the brakes, provided 
the crank-shaft is placed accurately in the head-end dead-center 
position. A pressure of about 350 pounds per square inch 
may be applied while the crank-shaft is in this position. The 
piston can be put in different positions and the flywheel locked 
to hold it while pressure is applied with an intensity corres- 
ponding to that which occurs during the operation of the engine. 

60. Compressed-Air Test for Cylinder Leaks. — If com- 
pressed air is available, it may be used for testing in a manner 
similar to that described in the preceding article. It should 
be born in mind, however, that compressed air is very expan- 
sible and is therefore liable to produce violent motion of the 
engine if the parts are not locked securely. 

If the cylinder is removed from the car and immersed in 
water during the application of compressed air, the leaks will 
be plainly indicated by the bubbles coming from them. The 
piston must be held in the cylinder by some means after it 
is removed from the car, as, for instance, by a block of wood 
held against the piston by bolts and clamps suitably arranged. 
A metal clamp should not be used against the edge of the 
piston. 

Part 4 
VALVE-GEAR DERANGEMENTS 

VALVE TROUBLES 

61. Leaky Inlet and Exhaust Valves. — Trouble from loss 
of compression in the combustion chamber, when the spark 
plug is tight and there is plenty of oil on the piston, is generally 
due to leaky valves. In order to determine whether the leak 
is in the- valves or in the piston rings, a moderate quantity 
of oil may be squirted through the compression relief cocks 
and the crank turned two or three times, so as to check tempor- 
arily whatever leakage there may be around the piston. If 
the compressed charge still escapes, the inlet valve, if located 
over the exhaust valve, may be taken out and examined. The 
leak, however, is more likely to be in the exhaust valve, because 



Troubles and Remedies 219 

the seat of the latter is subjected to the eroding action of the 
highly heated exhaust gases that pass over it. 

To take out the exhaust valve, turn the engine over by hand, 
with the switch ofif and the compression relief cocks open with 
two pieces of wood or brass cut to the proper length to fit 
between the spring collar and the upper end (or lower end, 
if this is more convenient) of the push-rod guide, and turn 
the engine again until the push rod is down as far as it will go. 
Push the exhaust valve down ; the key may now be slipped out. 
If the props have been made accurately to length, the valve may- 
be slipped up and out, leaving the spring and the collar in place. 
Inspection should show the valve seat to be dull — not glossy — 
and of uniform appearance all the way around. If the seat of 
either valve is pitted or rough, or if it is worn bright on one 
side, showing that it has been seating only on that side, it should 
be reground. 

62. If blocks cannot be placed on the end of the valve-lifter 
guide in the manner just described, it may be necessary to use 
a tool, called a valve lifter, made especially for the purpose of 
lifting valve springs. There are several styles of valve lifter 
on the market. 

One form of tool for compressing a valve spring so that the 
key, or pin, can be removed from the stem is shown in Fig. 3. 
This tool has a hook-shaped member a to which is attached 




Fig. 3 

a piece of chain for supporting the lever that is used to com- 
press the valve spring. In engines designed with valve covers 
that are depressed in the middle, the hook can be placed in the 
depression of the valve cap over the valve, and in other cases 
it can be placed against the top of the valve itself when the valve 
cap is removed. 

A similar device can be made out of a strong string or a piece 
of wire and a lever with a suitable end for engaging the spring, 
for instance, a long screwdriver. The string or the wire is 
formed into a loop, and one end of it is fastened somewhere 
near the top, or head, of the valve. The lever is passed through 



220 



Troubles and Remedies 



the other end of the loop, which acts as the fulcrum for the 
lever. Pressing down on the outer end of the lever will force 
the valve spring upwards. 

63. Another tool for compressing the valve spring in order 
to remove the key from the valve stem is shown in Fig. 4. The 
two pronged ends a and b are inserted between the thrust 
washer against which the valve spring bears and the guide of the 
valve lifter rod or some corresponding part. Before inserting 
the two prongs, however, they are brought together so as to 
allow easy insertion. The prongs are then separated by turning 
the wing nut c. Screwing up this nut draws the screw d back 




in the direction away from the prongs. The inner end of this 
screw is attached to togglejoint links e by means of a pin /. The 
outer ends of the links are connected by means of pins g to the 
arms that carry the prongs. The arms are pinned together by the 
pin h, which also pins them to the U-shaped piece ;', against which 
the nut c bears. The expansion spring ; forces the threaded piece 
d in toward the togglejoint when the wing nut is unscrewed, 
thus bringing the prongs toward each other. 

64. A leaky exhaust valve is generally due to warping or 
pitting of the valve; the valve seat rarely pits. The pitting 
is especially likely to occur if the engine is run with the 
ignition later than it should be. When running in this man- 
ner, the hot gasses or even the burning gases raise the tem- 
perature of the valve to a high degree. This high tempera- 
ture and probably the erosive action of the hot gas flowing 
past the valve cause the pitting. If a pit extends all the way 
across the bearing surface of the valve, or if two or more pits 
connect with each other so as to reach across the bearing sur- 
face, which is usually the case, the valve will, of course, leak. 
An extremely small pit in a valve will cause enough leakage 
to cut down the power developed in the corresponding cylin- 
der to a very small proportion of what it is under proper 
operating conditions. 

The remedy for a leaky valve is to rcgrind it properly. 



Troubles and Remedies 221 

65. A bent valve stem may cause the valve to leak by 
preventing it from seating properly. Such a stem may also 
bind in its guide, so that the valve remains quite wide open 
at times, but closes more or less perfectly at other times. 

A valve stem that is too long will also cause a valve to leak. 
After regrinding a valve and drawing out the stem, the latter 
may be so long as to strike its push rod or lifter so that the 
valve cannot rest on its seat. A stem that is just long enough 
to allow the valve to seat itself and give good compression 
when the engine is cold maybe expanded enough by the heat 
when the engine is running to prevent the valve from settling 
on its seat and thus cause leakage that materially cuts down 
the power of the engine. 

A dirt-coated valve stem may cause the valve to behave in 
much the same manner as a bent stem, except that there is not 
likely to be any leakage when the valve is resting on its seat. 
It should always be remembered that a particle of carbon or 
other foreign matter may cause a valve to leak temporarily. 
A dirt-coated valve stem can sometimes be cleaned by putting 
kerosene on it while the engine is hot. If the engine is cold, 
gasoline will answer as well or perhaps better. The gasoline 
is useless for this purpose when the engine is hot, because 
under such conditions it immediately vaporizes and passes off. 
In some cases, however, the coating is of carbon so hard that 
neither the kerosene nor the gasoline will remove it. Prob- 
ably the only remedy in such a case is to scrape off the carbon 
with a suitable tool. 

66. Excessive Lift of Automatic Inlet Valve. — The lift of 
of an automatic inlet valve should be proportionate to the 
spring tension and to the weight of the valve, so that the spring 
will be able to overcome the inertia of the valve and close 
the valve before the piston has started so far on its compression 
stroke as to expel any of the mixture through the open 
valve. 

The symptoms of too great a valve lift are loss of power 
and blowing back at high speeds. A valve 2 inches in outer 
diameter should not ordinarily lift more than J/^ inch, and a 
lift of 3/16 inch would be excessive for almost any valve found 
on high-speed engines. An excessive lift, like a weak spring, 
is likely to result in breakage of the valve stems and keys 
through unnecessary hammering of the valve when opening 
and closing. 

67. Broken Inlet-Valve Stem or Key. — Trouble from a 
broken inlet-valve stem or key is more likely to occur with 
automatic valves than with valves mechanically operated. The 
result, if the valve opens downwards, is to let it stay open 
all the time, causing that cylinder to cease work, while the 
sparks from the plug ignite the mixture in the intake pipe 



222 Troubles and Remedies 

and cause explosions there and in the carbureter. If the valve, 
whether automatic or mechanically operated, opens upwards, 
it will clatter on its seat and permit much of the mixture 
to be expelled during the first part of the compression stroke. 

68. Broken Exhaust- Valve Stem or Key. — As there is noth- 
ing to prevent the valve from being sucked wide open on the 
suction stroke, an accident of this kind will generally cause 
that cylinder to go out of action entirely. The clattering, 
if the engine continues to run by virtue of other cylinders, 
is likely to be marked. 



VALVE-SPRING DEFECTS 

69. Weak or Broken Inlet-Valve Spring. — Sometimes the 
inlet valve spring, especially if the valve is of the auto- 
matic variety, will weaken from becoming overheated. In 
time, a spring loaded too near its elastic limit will break 
from the jarring to which it is subjected. The symptoms in 
either case are loss of power at high speeds — although the 
power may still be ample at low speeds — and clattering of the 
valve and blowing back in the intake pipe at high speeds. The 
latter trouble may easily be detected in a single- or double- 
cylinder engine by holding the fingers close to the air intake, 
when the backward puffing will be very perceptible. If the 
engine has four cylinders, it may be possible for the inlet-valve 
springs to be slightly weak without the mixture blowing back 
into the intake, owing to the fact that one or another cylinder 
is aspirating all the time and the air expelled from one cylinder 
is drawn into the next. One way to get around this difficulty 
is to block open the exhaust valves of two cylinders — the 
first and fourth or the second and third— while the others 
are tested. It will probably be simpler, however, to experiment 
with the valve-spring tension. If the valve spring is weak, 
and if it is temporarily increased in stiffness by putting washers 
under it to compress it, a marked increase in the power of the 
engine at high speeds will be noticeable. Care must be taken 
not to use so many washers that the valve cannot open. The 
proper remedy, however, is to put in a new spring; or, if this 
cannot be done, to stretch the old spring. For a valve lift of ^ 
inch, and for average engine speeds, the tension should not be 
less than 1 pound per ounce weight of the valve, washer, and 
key. The engine will work better if the springs are a little 
too stiff than if they are not stiff enough. There will also 
be less danger of breakage of the valve stems and keys. 

70. Weak or Broken Exhaust- Valve Spring. — Owing to the 
heat to which it is subjected, the exhaust-valve spring is 
more likely to weaken than the inlet-valve spring. The symp- 
toms are loss of power, owing to the valve lingering open at the 



Troubles and Remedies 



223 



end of the exhaust stroke, and clattering when the valve 
closes. 

71. Unequal Tension of Automatic Inlet- Valve Springs. — 

The effect of unequal tension in the springs of automatic inlet 
valves is to permit one cylinder to take more gas than another. 
Consequently, at slow speeds the cylinder whose valve spring is 
weak and will get the larger charge, and at high speeds part of 
the charge will be blown back through the valve whose spring is 
weak, so that the other cylinders will get stronger impulses. 
A quick way to test the equality of valve-spring tension without 
taking out the valves is to run the engine slowly with the throttle 
almost closed. This will cause the cylinders whose springs are 
stiffer to receive scarcely any gas, and the cylinders whose valve 
springs are weak will do most of the work. It is possible, how- 
ever, to go to excess in a test of this sort, because, when 
an engine is running light with the minimum quantity of gas, 
one cylinder is almost sure to get more gas than another, 
provided the inlet valves are automatic, even with the most 
careful equalizing of the springs. If the tension of the valve 
springs is under suspicion, the valves should be taken out and the 
springs tested by pressing the valve stems together, as illustrated 
in Fig. 5. If the springs are unequal in strength, the weaker 
one will be compressed more than the other. 

72. Temporary Repair of a Broken Valve Spring. — A 

broken valve spring of the coiled-wire type can sometimes be 
temporarily repaired by placing a metal washer, such as is 




Tig. 6 

used on bolts, between the two ends of the broken spring. 
This washer, of course, may be of some other material than 
metal, as, for instance, hard fibre or wood. A better repair 
can sometimes be made by using a rather thin metal washer. 



224 Troubles and Remedies 

slitting it radially inwards from the edges and then bending 
each second strip thus cut upwards and the other strips down- 
wards, so that a sort of double cup-shaped piece is formed that 
will hold the ends of the spring in place better, if of the proper 
diameter, than will a plain washer. Sometimes two curved 
pieces of clock spring or corset steel can be used effectively for 
temporarily replacing a broken spring of an automatic inlet valve. 
As shown in Fig. 6, the two pieces of steel are tied to the key 
that passes through the end of the stem. For tying, soft wire 
or even string may be used, as there is nothing to burn the 
string, unless there is a back firing. The upper end of each piece 
of steel must be notched to fit over the arms a of the valve-stem 
'guide. Such a device is advisable only in an emergency, however. 

Driving a car with a useless cylinder. 

73. If the inlet valve of one of the cylinders of a -multi- 
cylinder engine becomes inoperative, that cylinder, of course, is 
useless for driving the car. The car, however, can be run on 
the remaining cylinders, but in order to do so, it may be necessary 
to close the inlet port in some manner. This can generally be 
done most conveniently at the inlet valve, provided it is not 
broken, by holding the valve firmly and permanently against its 
seat. 

If the valve is mechanically operated, the means of lifting it 
must first be removed, provided the stem is still intact. In some 
engines, the push rod is the easiest to remove, and, of course, 
after this is done the valve will not be mechanically lifted. In 
case this rod cannot be removed, it may be necessary to cut off 
the valve stem. The valve can then be held in place by inserting 
a block of wood between it and the cover, or cap, that closes the 
opening through which the valve is inserted and removed. The 
block of wood should be thick enough to press hard against the 
valve before the cap has been drawn down tight into its ordinary 
position for closing the opening. Although there is really no 
need of doing anything with the e'xhaust valve, yet it may be 
advisable to block this valve also in order to prevent the drawing 
of dirt and scale into the cylinder from the exhaust passage. 
If the exhaust valve is blocked down, the means of lifting it will, 
of course, have to be removed. 

If the inlet valve is automatic and is located opposite the 
exhaust valve, both of them can be held permanently closed by 
placing a block between them and tightening down the cap that 
holds the inlet valve in place. The means of lifting the ex- 
Iiaust valve must of course be removed. 

If the exhaust valve is the one that is broken, it is generally 
advisable to block down the inlet valve, and, if convenient, 
the exhaust valve also. In case a valve is broken so badly 
that it cannot be used for closing the port permanently, a block 
of wood can be shaped so as to fit into one or both ports, as 



Troubles and Remedies 225 

the case may be, and then fastened in place in the manner already 
described. 

The closing of the inlet port prevents the forcing of burned 
gases from the disabled cylinder into the inlet pipe and carbu- 
reter, and thus permits the remaining cylinders to act satisfac- 
torily. When a disabled cylinder is thus cut oft from commu- 
nication with the inlet pipe, the remaining cylinders will operate 
in the usual manner and the disabled cylinder will require very 
little power to drag it. It may be advisable in some cases to 
remove the spark plug, especially if the exhaust valve is not 
blocked down. The removal of the spark plug will prevent to 
some extent the drawing of exhaust gases into the disabled 
cylinder. 

Part 5 

MISCELLANEOUS TROUBLES 

MUFFLER AND EXHAUST-PIPE TROUBLES 

74. The habitual feeding of an excess of lubricating oil to 
the engine or the use of an overrich mixture will gradually 
clog the muffler with a mixture of carbon and half-burned oil, 
or loose carbon, which will reduce the power of the engine by 
creating a back pressure that is above the normal. 

The symptoms produced are abnormal heating of the ex- 
haust pipe as well as loss of power and inability to speed up 
the engine when the mixture, compression, valve timing, and 
ignition are known to be good. If the exhaust pipe can be dis- 
connected and the engine gives its full power at once, it is 
an infallible indication that either the exhaust pipe or the muffler, 
or both, are choked. 

The obvious remedy for a choked muffler is to clear it. In 
some cases, when the deposit consists of fairly loose carbon, it 
may be knocked loose by striking light, sharp, blows on the 
muffler shell with a stick of wood. The exhaust will then 
blow most of the loose carbon from the muffler. If half-burned 
oil is present, the carbon deposit will be very tenacious. The 
muffler must then be taken apart for cleaning. The carbon 
deposit can be softened by a liberal application of kerosene and 
then removed by scraping. 

75. A very hot exhaust pipe may be due to a clogged muffler 
or to the ignition being too late in one or all of the cylinders. 
If the ignition is not synchronous, then it should be brought 
into synchronism, so that there will be no reason for late ignition 
in any of the cylinders. 

FUEL-SUPPLY DERANGEMENTS 

76. Symptoms of Fuel Exhaustion. — When the fuel supply 
in the fuel tank becomes low, the engine will uniformly, but 



226 Troubles and Remedies 

quite rapidly, lose power and stop. The length of time required 
for this to occur depends of course on how much power the 
engine is called on to develop at the time. If the car is running 
along a smooth, level road it may take nearly a minute to 
exhaust the fuel from the carbureter, but if the engine is climbing 
a hill, the power may be completely lost in a few seconds after 
the fuel tank becomes dry. 

In some forms of fuel tank, especially in a gravity tank 
with a nearly le^vel bottom, the behavior of the engine may be 
somewhat erratic if the car is running around sharp curves 
or on the side of a road whose surface is considerably crowned. 
While running near the center of a crowned road, only enough 
fuel may reach the carbureter to keep the engine developing 
a part of its power. When the car is run to the side of the 
road, which brings the gasoline over the outlet of the fuel tank, 
or when it turns a curve so as to produce the same effect on 
the gasoline, the carbureter will receive a full supply of gasoline 
for a while and the engine will develop full power. When a 
curve is turned in the opposite direction, however, or when 
the car is run back to either the level part of the roadbed or 
the other side of the crowned surface, it may lose power 
rapidly and then stop. 

Many modern gasoline tanks are fitted with a small com- 
partment in which from 1 to 3 gallons of gasoline is kept in 
reserve. Communication between the main and reserve com- 
partment is ordinarily closed. However, on the fuel in the main 
compartment giving out, thereby giving warning of the near 
exhaustion of the gasoline supply, the reserve compartment can 
be readily brought into action. 

n. Effect of a Clogged Vent Hole. — If the vent in a 
gravity fuel tank is clogged and the tank otherwise tightly 
closed, the engine may lose power very gradually and finally 
stop. The car generally stops when demand for more power 
is made upon the engine, as when starting up a hill. The 
length of time required to bring the engine to a stop depends 
on the amount of air space above the gasoline in the tank. 
If the tank is nearly full of gasoline, it will not take many 
minutes for the effect of the partial vacuum in the tank to 
make itself evident by the decreasing power of the engine. 
On the other hand, if the tank is nearly empty, the car may 
run for an hour or so without any very great decrease in the 
power of the engine. 

If the vent is only partly closed, or if the tank is otherwise 
not completely sealed, the partial vacuum in the tank can be 
reduced by permitting the car to stand for a short time. It 
may then be run again with entire satisfaction until the partial 
vacuum becomes great enough to prevent a sufficiently rapid 
flow of the gasoline from the fuel tank to the carbureter. 

78. Effect of Water in the Gasoline.— If, when filling the 



Troubles and Remedies 227 

fuel tank, the fuel is always poured through a chamois-skin 
strainer, troubles from water in the gasoline will rarely be 
encountered. However, should water get into the fuel tank, 
either through carelessness in washing the car or through failure 
to strain the fuel supply, it will almost immediately stop the 
engine when it reaches the carbureter and is drawn out through 
the spray nozzle. If only a few drops of water are drawn 
through the spray nozzle at a time, the engine may not be 
stopped, because the momentum of the moving parts may be 
sufficient to keep it running. Its failure to develop power while 
receiving water from the carbureter, however, is very evident. 
If considerable water gets into the carbureter, so that only water 
can be drawn from the spray nozzle for some time, then the 
engine will, of course, stop. 

The bottoms of some fuel tanks are formed so that the 
water in the gasoline will lie in a portion lower than the outlet 
to the carbureter. But when the car swings around a curve, or 
possibly when it is climbing or descending a hill or is running 
on the side of a crowned roadway, some of the water may 
flow down to the carbureter. After the trouble caused by the 
portion of the water that flows to the carbureter in this manner 
has been overcome, it may occur again under similar conditions 
of movement of the car. This fault is probably one of the most 
puzzling and troublesome to detect and overcome, especially 
if there is no way of draining the water from the fuel tank, as 
is usually the case. 

79. Temporary Repair of Broken Gasoline Pipe. — If the 

gasoline pipe that conveys the fuel from the tank to the car- 
bureter should break while on the road, a temporary repair may 
be made by slipping a piece of rubber hose over the broken 
ends. If no hose is at hand, the break may be repaired by 
wrapping ordinary cotton tape, such as is used by dressmakers, 
around it, and saturating the tape liberally with shellac varnish. 
The varnish should be put on while wrapping the tap. If 
the pipe is not completely broken in two, a liberal supply of 
cake soap wrapped over with tape will generally stop the leak 
for a time. If there is only a slight crack in the gasoline pipe, 
a piece of cotton wrapping cord will also generally be effective. 
This cord should be either saturated with shellac varnish while it 
is being put on or coated with soap before it is put on. Friction 
tape coated with adhesive rubber compound should not be used 
in places where gasoline can come in contact with it, as the 
gasoline will quickly dissolve the rubber compound. 

TROUBLES FROM LOOSE OR BROKEN PARTS 

80. Broken or Missing Part Between Engine and Driving 
Wheels. — If the engine runs but will not drive the car it is 
evidently because some portion of the power transmission system 
is either broken or lost. A systematic investigation will usually 



228 Troubles and Remedies 

disclose the trouble. A key or pin of some portion of the trans- 
mission machinery may be lost. In some designs, this is a 
frequent occurrence in the universal joints that connect either the 
engine and change-speed gears or the change-speed gears and 
the rear axle. 

81. Loose Flywheels. — A flywheel with a key that does 
not completely fill the keyway will generally give evidence of 
its looseness while the engine is pulling hard, especially if 
running at rather slow speed, by a heavy knocking or pounding 
sound. If the flywheel is very loose on the shaft and has 
considerable motion, its looseness can of course be readily de- 
tected; but if the flywheel fits fairly tight upon its shaft and 
also has very little rotative motion on account of the loose key, 
the trouble is not so easy to locate. In order to determine 
whether the flywheel is loose, lock the crank-shaft of the engine 
so that it cannot move at all and then pull back and forth 
on the flyAvheel to see whether there is any rotative motion. It 
may be even necessary to remove the flywheel and test the fit 
of the key. If the key is loose, of course a new one that fits 
properly should be substituted. 

82. Loose Bearings. — If a connecting-rod or crank-shaft 
bearing is very loose, it will invariably give rise to knocking 
or pounding. In some cases this looseness is sidewise (in a 
direction parallel to the axis of the journal). Side looseness will 
sometimes cause .sharp knocking, although it may occasionally be 
rather heavy and dull in spite of the fact that the cylindrical 
parts of the journal and the bearing fit as snugly together as 
they should for proper operation. A ball bearing that has be- 
come worn more than is allowable in good practice will generally 
pound or knock, but the sound is ordinarily not so sharp as 
in the case of plain bearings. 

If a bearing is very loose, it can of course be readily detected 
by taking hold of the parts and moving them back and forth 
or shaking them. However, when not great, it may not be 
easy to locate looseness. In the case of a connecting-rod, 
looseness can generally be located by holding the finger so as 
to press on both the connecting-rod and crank-shaft and then 
rocking the crank-shaft back and forth very slightly. 

A slightly loose bearing on the crank-shaft can be easily 
detected by placing a block of wood or iron so that the crank 
when rotated will strike against it and thus prevent further 
rotation. By holding the finger on the crank-shaft and bearing 
and gently rocking the crank-shaft so as to make its throw 
strike the block gently, the looseness will generally be apparent by 
motion between the journal and the box of the bearing. 

83. Loose Fastening Devices. — A loose bolt or other similar 
device used to fasten the engine to the frame of the car 
or even to fasten parts of the car frame together will some- 



Troubles and Remedies 229 

times cause a loud knocking noise that may very easily be mis- 
taken for a loose bearing in the engine or other parts of the car. 
The car should therefore be frequently examined for such loose 
parts. 

CHAIN TROUBLES 

84. Broken Transmission Chain. — If a driving chain breaks 
while on the road, a repair that will last until some place is 
reached where a permanent repair can be made can some- 
times be effected with a piece of wire. Whether or not wire can 
be used, however, depends very much on the form of the chain 
and the nature of the break. Ordinarily, the method of using 
a wire is to wind it into the chain in place of the broken link, 
so that several strands of the wire occupy a position practically 
the same as that which was occupied by the broken link. For 
this use, as well as for other purposes, it is advisable to carry 
in the repair kit of an automobile a small coil of strong steel wire 
that is moderately soft (not so hard as spring wire). A wire 
about as large as that used in a moderate-sized hat pin is the most 
suitable for general use. 

85. Adjusting of Transmission Chains. — If two chains are 
used, as is the case with side-chain drives in which each traction 
road wheel is driven by its own chain, it is very essential that 
the rear axle be adjusted so as to be parallel with the differential 
shaft that carries the driving sprockets for the transmission 
chains. This adjustment is made by means of the nuts and 
threads on the radius rods, one of which connects one end of 
the rear axle to the corresponding end of the bearing that sup- 
ports the differential shaft. The test of this adjustment can be 
made by cutting a stick so that it will just fit between the two 
sprocket wheels on which one of the chains runs. The ends of the 
stick maj' rest against the bottom of the space between the pair 
of adjacent teeth on each sprocket wheel. Both ends of the rear 
axle should be adjusted so that the stick, when used in this 
manner, will indicate the same distance between the sprocket 
wheels. It is advisable to repeat the test for different positions 
of the road wheels and the differential shaft in order to de- 
termine any inaccuracy in the form of the sprocket wheels. 
The chains should not be drawn tight, but should be left loose 
enough to be moved an inch or two sidewise in the center of 
the stretch. If one chain is worn more than the other, it will be 
impossible to adjust them to equal tightness and still keep the 
rear axle parallel with the differential shaft. However, it is 
better to keep the axle and shaft parallel than to throw them 
out of parallel in order to give the two chains equal tension. 

86. Driving a Car With a Broken Side Chain. — If, while 
on the road, one of the side chains of a car is broken and 
cannot be repaired, the car can still be driven, provided the 
roads are good and have no very steep hills. To drive a car 



230 Troubles and Remedies 

with only one chain, the sprocket wheel on the end of the 
differential shaft whose chain is gone must be locked so that it 
cannot rotate. This may be done by using a wooden clamp 
or some other suitable device. Under such conditions, when 
power is applied by the engine, the road wheel whose chain 
is still intact will be driven at twice the speed, relative to the 
rotation of the engine, that it would ordinarily be driven. It 
is therefore desirable to put the change-speed gears in one of 
the slower speeds. When driving in this manner, the differential 
gears are put into active service, and for this reason it is im- 
portant that they be thoroughly lubricated. The actual strain 
pn the differential gears is not greater than when the car is 
operating, in the usual manner, but the tendency to wear is very 
much greater on account of the rapid rotation of these gears 
on their supports, exclusive of the gear that is fastened to the 
shaft carrying the sprocket wheel that is locked so as to prevent 
its rotation. 

LOCATING SOURCE OF UNDUE FRICTION 

87. Frequently, on account of undue friction in some of 
the bearings or other parts, excessive power may be required 
to drive the car. This excessive demand for power may very 
easily be mistaken for failure of the engine to develop full 
power. On the other hand, the fault may be due to excessive 
frictional resistance in the engine itself. Cranking the engine 
will of course show at once whether it turns as freely as it 
should. If the engine turns freely, it can then be readily 
determined whether or not the transmission is offering too 
great resistance to the engine. In order to make this test, 
jack up both rear road wheels, put the transmission gears 
into mesh so as to drive the car on any speed that may be 
selected, let the friction clutch into engagement, and crank 
the engine as before. The power required to rotate the engine 
should not be appreciably greater than when the friction clutch 
is disengaged. It is advisable to test in this manner for each 
setting of the change-speed gears. If excessive frictional re- 
sistance is found to be in the transmission system, then it 
can be determined whether the resistance is in the part be- 
tween the engine and change-gear case by setting the change- 
speed gears in neutral position and cranking the engine. If 
the engine turns harder than usual, the trouble is on the engine 
side of the change-speed gears. The test of the remainder 
of the transmission system can be made by rotating first one 
road wheel and then the other, to determine whether the fault 
is in the wheel and axle or in the driving part next to it. If 
both wheels rotate freely, one can be lowered so as to rest upon 
the road or floor and the other rotated. By this method, the 
remaining parts between the wheels and change-speed gears 
will have to move, and undue frictional resistance to their 
motion will be apparent. 



Trou]!li:s and Remedies 231 

TROUBLES AND REMEDIES 

EXAMINATION QUESTIONS 

(1) What is the principal cause of misfiring? 

(2) In what wa}' will leakage of compression affect the 
explosion of the charge in an automohile engine ? 

(3) How will a weak battery affect the running of an 
engine? 

(4) How will improper valve timing afifect the power of 
an engine? 

(5) In a car fitted with a planetary transmission, how 
may looseness of the main bearings of the engine be readily 
detected? 

(6) What will be the result of lack of parallelism between 
the wristpin and the crankpin of an engine? 

(7) What is meant by preignition? 

(8) Generally speaking, what are the causes of carbon de- 
posits in the cylinders of an engine? 

(9) In what way does lack of water in a radiator manifest 
itself? 

(10) In what way can oil and grease be removed from the 
inside of a cooling system? 

(11) How does lack of oil in automobile-engine cylinders 
manifest itself? 

(12) What are the symptoms indicating too much oil on 
the pistons? 

(13) What are the two principal causes of cracked cylin- 
ders in water-cooled engines? 

(14) In examining a piston, where should the most wear 
be looked for? 

(15) What are the usual causes of poor compression? 

(16) What causes exhaust valves to leak? 

(17) What effect will a bent valve stem have on the action 
of a valve? 

(18) With an automatic inlet valve, what are the symptoms 
of an excessive lift? 

(19) What causes an exhaust pipe to become excessively 
hot? 

(20) How is the operation of an engine affected by water in 
the carbureter? 



CHAPTER IX 

THE NEW STANDARD U. S. ARMY TRUCK 

The standardized Class B military truck has been officially 
accepted by the War Department. The design did not really 
start till August 1 and the two sample trucks were on the road 
October 7, complete in every detail. While some petty changes 
are to be expected, since no new machine ever gets to production 
without some such alterations, the preliminary tests have shown 
that the truck will do all expected of it. 

It is a fine truck for the work. It is not a commercial 3-ton 
truck, but it is an excellent 5-tonner, and its engine, axles and 
transmission will possibly be used for future 5-ton assembled 
trucks. Its outstanding characteristics as shown on the trial 
runs are : Exceptional power ; unusually good springing, mak- 
ing the riding almost as good as that of a passenger car ; 
reasonable economy of fuel ; ability to handle cold air and poor 
fuel without the least difficulty in starting, and ease of steering 
and control. 

Complete Truck Weighs 5 Tons. 

There may also be added the facts that the accessibility is 
very good, especially of the parts ordinarily requiring adjust- 
ment, the assembly easy and the weight of the chassis not so 
great as was anticipated. The complete truck with body, top 
and equipment weighs a trifle over 10,000 lbs., the chassis with 
driver's seat and in running condition scaling 8,600 lbs. 

There have been no changes in the design since it was 
described in the October 15 issue of The Commercial Vehicle 
except that demountable tires have been abandoned and tlie 
pressed-on type substituted. The great weight of the demount- 
able type had something to do with this, but the general opposi- 
tion to demountables from all quarters undoubtedly had its 
effect also. 

Production Indefinite. 

The production schedule for the truck is still under discus- 
sion. During January, 1918, 500 trucks are supposed to be 
delivered, but whether this will be possible or not is as yet not 
definitely settled. Schedule on tire building of the experimental 
models was beaten and there is every reason to believe that the 
parts makers will be as good as their word on production. 
Apparently 10,000 Class B trucks will be wanted during tlie 
first six months of 1918 and perhaps half this number of Class A. 
The standardized truck will take of the Class B requirement, 
but the Class A will not be available in standard form till later. 
Mean while the Pierce-Arrow Company will supply practically 
all the Class A chassis the plant can turn out. 

233 



234 



The New Standard U. S. Army Truck 



Achieved Without Sensation 

The creation of the standard Class B truck has lacked the 
sensational touches which caught popular imagination in con- 
nection with the Liberty airplane engine. There were no locked 
doors, no mystery and no concealment. Yet to design and build 
completely an entirely new truck in 12 weeks is an accomplish- 
ment of which all concerned have good reason to be proud. The 
total amount of work done far exceeds that of the Liberty motor, 
and the much wider range of interests concerned by no means 
made for speed. 

It is also a fact liable to escape notice that this truck is a more 
completely new vehicle than almost any which has e-ver been 
built. In the ordinary way a new truck produced by one of the 
old-line manufacturers is only partly new. It uses some pieces 
from former designs, and it takes stock parts for ignition, for 
electric generators, if used, and so forth. On the military truck, 
the magneto, carbureter and the spark plugs are the only pieces 
not specially designed. Thus, in comparing the time taken with 
that usually allotted to getting out a new model, allowance must 
be made for the completeness of this job. Yet another point to 
be remembered is that quite a few dies have been cut and parts 
drop forged instead of being made up by hand. 




Photo from Commercial Vehicle, Nov. 1, 1917 

The Class B truck, assembled at the' Selden plant in Rochester, photo- 
graphed on its way to Washington. Note the absence of the runningboard, 
electric lights on dash, the rugged bumper and radiator guard 



The New Standard U. S. Army Truck 235 

That the adoption of the new standard truck will reduce the 
list of 2,000,000 parts to 7,500 was in itself an argument for 
efficiency bej'ond which the average man would hardly care 
to go, it would seem. In discussing his experiences, General 
Baker has told how in France one manufacturer was found to 
be enagaged in the production of no less than seventeen different 
models. The difficulties and complications involved in keeping 
a considerable number of vehicles of such widely varying types 
in simultaneous and successful operation, is requiring of no 
comment. 

Astounding Magnitude of Parts Need 

In facing the task of equipping the American fighting forces 
there was, at the outset, the inviting opportunity of making 
use of the accomplished designs, the splendid facilities and tre- 
mendous resources of the more successful and larger producers 
of commercial vehicles here. In a sense here was equipment 
ready-made. It was not only splendid equipment in its own 
right, but by reason of heavy sales to the Allies during the 
war, it had been further developed and reduced to a plane of 
even greater utility than it had reached through the experience 
evolved by ordinary business. Not for one moment, however, 
did the Army recede from its position that the standard truck 
was absolutely essential. 

In this connection it is pointed out by General Baker that 
it is the policy of the Government to standardize everything 
connected with the army. Were it not already a tradition of all 
military operations that uniformity is the basis of strength, the 
magnitude of the operations involved in the present war would 
have speedily forced a change. 

Army Standardization the Prime Question 

In considering the requirements of the present emergency 
General Baker does not even permit his mind to dwell for a 
moment upon the advantages, inherent or comparative, of the 
existing commercial designs. Pushing all this aside, and tak- 
ing his position purely from the necessity of standardization and 
interchangeability of military equipment, he bases his every 
thought, and is guiding even the smallest activities of the im- 
mense organization of which he is the titular head, along the 
lines of soldierly training, which, inevitably, are the lines that 
should govern and must govern the activities of the American 
forces in the war. 

So far as can be ascertained, his position is fully supported 
by the War Department — best proof of all being that the 
standard truck itself is already in existence, and that the 
occasion of its formal acceptance by the army was graced 
by the inspection of the truck in the grounds of the executive 
mansion by President Wilson. To the general public, familiar 



236 The New Standard U. S. Army Truck 

only with the pageantry to politics and the conventional dis- 
plays of press agentry, this last means nothing. To those familiar 
with affairs in Washington, however, the diversion of the 
Presidential presence from its accustomed routine for even a 
few moments is rightly regarded as a deeply significant thing. 

Individual Distinction Sacrificed 

Of course, from the individual standpoint of the established 
truck makers, who, for many years and at untold expense, have 
developed their own marks to the standpoint of efficiency for 
which they are so well recognized, even the best built standard 
'truck might fall short in performance of what these special, 
individualized machines are capable. Nor is there the slightest 
question that the manufacturers of these trucks are most 
anxious to give of their very best in the service of the country, 
and are able to produce most highly creditable results through 
the concentration of their efforts on the work they best under- 
stand, and the work to which their high-strung organizations 
are keyed. 

Even the best that the individual makers can produce, how- 
ever, falls to the ground by comparison when the feature from 
a military standpoint of having the thousands and thousands 
of trucks that will be used absolutely interchangeable, is con- 
sidered. And when is added to this thought the argument that 
by reason of the fact that the parts of such trucks can be 
produced in more than sixty manufacturing establishments 
throughout the country, Washington viewpoint is utterly unable 
to recognize any program but the chosen one. 

In all action it contemplates, first, the thought that produc- 
tion of standardized and simplified equipment in many widely 
scattered plants would involve a distribution of effort, a dis- 
tribution of mental effort, a probable avoidance of labor compli- 
cations, and last, but not least, the tactical advantage that enemy 
operations would have to be far flung indeed to cripple produc- 
tion. In point of operation there is first to be considered the 
reduction of supplies to a minimum, both for transportation and 
storage purposes, and, second, the simplification of_ repairs, so 
that salvage of damaged equipment could be rapidly carried 
forth and new trucks built out of old with the smallest possible 
difficulty and delay. 

The individual trucks, of which the industry itself is so 
proud, are by no means to be ignored. Even now they are 
being bought and built in quantities, and many more vvill be 
used as time goes on. The operation of these trucks in the 
service of the Allies is eloquent of their capability, and not even 
the exigencies of the military program will permit of their 
being lost to usefulness either abroad or at home, but particularly 
in the operations behind the lines. "Over There," however, the 
building of new trucks out of old ones will one day be a most 



The New Standard U. S. Army Truck 237 

pressing and active industry, and it is to the effective prosecu- 
tion of that industry that the energies of Government activity 
today are being particularly devoted. 

As far as the automobile industry is concerned, the whole 
weight of the Government seems to be more and more con- 
cerned with the simplification of industrial operations behind the 
lines, and the co-ordination of all manner of industries in busi- 
ness of war. Over all things else, this takes precedence, and 
is creating precedents of its own for the reason that its require- 
ments are entirely distinctive, and that the considerations that 
weigh most at the present time are certain ones that do not 
appear in connection with the normal activities of commercial 
life. 

Standard Trucks Only "War Material" 

In the broad sweep of the war program the standardized 
trucks, which mean so much to the automobile industry and 
represent so much of its individual and devoted effort, are 
nothing but "war material," representing, in a way, hardly more 
than a minor fraction of the activity that is in contemplation. 
While the standard truck occupies the center of the stage, 
figuratively speaking, just at the moment it actually represents 
"merely" the means of equipping the field transport division of 
the Quartermaster Department. Ordnance, signal and sanitary 
services likewise are extraordinarily interested in the motor 
vehicle — so much so that in ordinary times the activities of 
either one of them would constitute an event that this industry 
would discuss with eagerness for at least a year. Yet all these 
activities in the purchase and use of motor vehicles — constitut- 
ing, all told, many times the normal commercial market for 
motor trucks — when taken together constitute but a very small 
part of the war program, and however vital they may be in 
their effect upon the grand result, can never exceed their normal 
rating as fractional items among the supplies that the war is 
absorbing. With standardization — or, better yet, with regula- 
tion — as the basis of every thought in connection with war 
purchase, therefore, it is but normal that those who have to 
do with the motor vehicle side of the program should be abso- 
lutely deaf to every other argument than that which is based 
on equipment uniformity. 

Even in the event of a perfect interchangeability of parts 
and the absolute standardization of materials, the quantity of 
parts involved in carrying out the program that is in vie-w is 
simply staggering. Developing this line of thought, officials 
having the by no means simple program before them took the 
stand that it would be thoroughly possible for the industry to 
build trucks, not for the Government but for the war. This 
they have done, and in doing so they have come to regard 
the new design not as a government truck but as a piece of 
public work, conceived, fostered, developed and executed not 



238 The New Standard U. S. Army Truck 

so much by officials as by and for and with the pubUc, as 
embodied in the chosen representatives of the industry. And 
in viewing the work that has been accomplished thus far, they 
feel that they have done the job. 

Operated with no regular basis of supplies, divided by an 
ocean from the original source of materials, parts and skilled 
labor, the service that these trucks are to perform is in all 
ways extraordinary. With their often almost devilish fore- 
sight, the Germans have fortified many of their actions by 
building some of the finest highways the world has known. 
Unheralded thus far, they have mapped out hundreds of miles 

?if important territory with military roads over which supply 
rains move with regularity and dispatch. Within the scope of 
other activities in which the new equipment of the United 
States will be called into play, however, there is anticipated a 
vigor and dispatch that will leave no time for road building. 
The trucks of the new standard will go into service where 
there are no roads, and in traversing the horrid tracks of "No 
Man's Land" must perform their service with a regularity here- 
tofore never equalled by the best of commercial performance. 
It is required *of them that they must operate first on such 
supplies as can be carried with ease under transport conditions 
governing their own operation, and that the mobility of the 
entire haulage system of the army shall be measured by the 
mobility of the trucks. Here is an undertaking to shock from 
its accustomed self-sufficiency even one of the greatest, most 
self-sufficient and successful of all the industries. 

DETAILS OF THE NEW TRUCK 

Firstly, the wheelbase is 160 in., the engine 4^4 by 6 in., 424 
cu. in., the transmission a four-speed, amidships, the clutch a 
dry disk inclosed in the bell housing, and the rear axle a 
worm-drive, full floating type. Steering is by worm and worm 
wheel. Fuel feed is by gravity from a 15-gal. tank on the 
dashboard, there being a 16-gal. reserve tank under the seat, 
and ignition is double, with battery and magneto systems 
entirely separate. The frame is pressed steel, of channel sec- 
tion, and quite straight ; the springs are almost perfectly flat, 
and Hotchiciss drive is used. Both brakes are internal and on 
the rear axle. Taken as a whole, there is nothing peculiar in 
the design except its unusual strength for the load capacity. 
It is really a 5-ton truck, and will probably weigh about 8500 
lb. for the chassis with wheels and tires but without any body 
parts. 

Probably there has never been a better designed engine. 
Seeing the collaboration upon it, the design ought to be quite 
above the normal, and the careful detail is not done justice 
in a mere word description. Three particular points have been 
kept in mind throughout — first, the best posible lubrication; 
second, the provision of a water jacket reaching every smallest 



The New Standard U. S. Army Truck 239 

point likely to become hot; and third, rigidity without excessive 
weight. Additional points of note are a conspicious cleanliness 
of exterior and an entirely inclosed governor mechanism of 
great simplicity which positively cannot be tampered with when 
once set. 

Engines Have Detachable Heads 

The cylinders are cast in pairs, with detachable heads, each 
head being secured by thirteen studs. The two spark plugs 
are located side by side, with a water space between their 
bosses, right in the center of each cylinder, and as an example 
of careful detail the water outlet pipe, which is a brass built-up 
proposition, is offset enough to allow easy access to both plugs 
with a socket wrench. All the combustion space is in the head 
castings, the tops of the blocks being faced flat, the valve heads 
standing up a little from the surface. All valves have ports 
2% in the clear, and are tungsten steel head and stem, with 
60-lb. springs. The diameter of 2ys, is maintained on the ex- 
haust ports right out to the manifold flange, but the intake is 
restricted to 1 11/16 in. at the flanges, the desire being to 
maintain a fairly high velocity right up to the moment of 
entering the cylinder. The cylinder walls are 5/16 in. thick. 
Water completely surrounds each cylinder and each valve seat. 

Following up the security assured the heads by the use of 
13 studs J^ in. in diameter, each block is attached to the crank- 
case with seven 54-in. studs, the base flange being J/a in. thick 
at the thinnest points and 1 in. thick at each holding-down stud 
boss. The water inlet flanges, which are on the sides of the 
blocks remote from the manifolds, are 1 3/16 in. in diameter, 
and the outlets on the head castings are the same size. 

The crankcase is all aluminum, including the bell housing and 
the oil pan. The bearings are very rigidly webbed, and the 
whole case is as stiff as could well be imagined. At the rear 
end there are two deep arms which act as the rear supports. 
Here the diameter of the case and of the flywheel housing is 
such that the arms are extremely short, and they are formed 
in such a way that the top of the bell makes a complete arch 
construction from tip to tip of the arms, so adding considerably 
to their natural strength. The front support is a spigot on the 
front-end cover, turned and held in a swivel collar on a dropped 
cross member of the frame, so giving a three-point support 
with sufficient flexibility to counteract all stresses in the main 
frame. 

Lubrication Entirely Pressure 

Complete pressure lubrication is used, even to the extent of 
feeding the wrist pins by means of tubes secured to the con- 
necting-rods. Oil is fed to the three main bearings, thence by 
straight holes diagonally to the crankpins, and thence to the 
wrist pins. The pump is in a well at the extreme rear right 



240 The New Standard U. S. Army Truck 

end of the crankcase oil pan, where it is separated from the 
rest of the system by a wall that prevents oil falling from the 
bearings from entering without first passing through the screen- 
ing system, which is very elaborate. 

The forward portion of the pan is very shallow, so as to 
give great clearance over the front axle, and sloped toward 
the deep rear end, which contains all the oil. The top of 
this sump is closed by a sheet of thin steel having in the 
center a funnel reaching nearly to the bottom of the sump. 
This funnel is surrounded by a wall reaching nearly up to the 
sheet steel just mentioned, so that oil has to pass down the 
funnel and then up again over the wall, the chamber into which 
'the funnel discharges being thus always full. This is the 
settling chamber, designed to catch all particles of carbon and 
impurities and prevent them from passing on into the main oil 
reservoir. However, after passing over the wall beyond the 
funnel there is still a large screen of wire mesh to be passed, 
and another screen is used on the actual pump intake. This 
makes the oil circuit from pump to bearings, to settling cham- 
ber, to first screen, to second screen, and then round again. 
The settling chamber can be drained by a plug in the bottom, 
and draining it does not affect the main body of the oil, so 
very little need be wasted. 

Has Roller Tappets 

The tappets are housed individually in the crankcase, each 
being a complete assembly of roller, hollow adjustable plunger 
and guide. They are held in in pairs by dog clamps and studs. 
Timing is as follows : 

Opens Closes 

Exhaust 45 deg. early 5 deg. late 

Intake 12 deg. late 35 deg. late 

There are three diameters for the camshaft bearings, 2^, 
2ys and 2 in., their lengths being 2%, 1^ and UA respectively. 
On the rear end of the saft there is a skew gear driving the 
oil-pump shaft, this being the extreme end, beyond the rear 
bearing. Thrust from the gears is carried to the front end 
of the shaft, and resisted by a spring-backed hard-steel plunger 
which sets in a socket in the front-end cover. The pump shaft 
is, of course, vertical, and the coupling to the pump itself con- 
sits of a short coil spring with the ends bent across the coil 
diametrically. Both the drive shaft and the pump shaft are 
slotted and the ends of the two nearly meet, the bent-over 
extremeties of the springs setting in the slots. This allows the 
oil pan and the pump with it to be removed and replaced with 
a minimum of trouble. 

In the front end there are four gears ; the crankshaft pinion, 
pressed on the end of the shaft ; the camshaft wheel, driving 
the generator gear; and, on the other side, the gear for water 



The New Standard U. S. Army Truck 241 

pump and magneto. The governor motion attaches directly to 
the front end of the camshaft. 

Thus, on the right side of the engine are the generator, the 
carbureter, and both manifolds, while on the left are the water 
[)ump, magneto and battery ignition distributor, the latter being 
set on top of the front-end case, where it can be driven by 
skew gear off the water pump drive shaft. This makes for 
ease in linking together the magneto and the timer advance 
controls, and keeps all wiring on the one side of the engine. 

The governor consists of steel balls held between a disk that 
can slide forward against a spring, and a female cone fixed to 
the camshaft front end. In moving forward, the disk bears 
upon the short end of a vertical lever, the upper end of which 
is linked to a throttle in the intake manifold just above the 
carbureter attachment flange. This lever is fully inclosed, and 
the spring which pushes against the centrifugal action of the 
balls is set in the case halfway up the lever. Here there is a 
threaded plunger with a lock nut, by which the pressure on the 
spring is set, and both pin and lock nut are secured when set 
by a sealed wire that entirely prevents unauthorized adjustment. 
The throttle, operated by the governor, is the usual butterfly 
sort, but the spindle is set a little off center, so that the suction 
of the engine tends to open it, this making for a quick reopening 
and preventing sluggish action. 

The water pump is a separate assembly, and its shaft is 
coupled to the drive shaft, which is set in the crankcase and 
carries the gear. This makes the pump detachable without dis- 
turbing the front end. The magneto is set well back on the 
left side, and is coupled to the rear end of the pump shaft. 
Clearances are large, and no accessory is placed awkwardly. 

Has 130-Lb. Flywheel 

The crankshaft is a conventional design, although a counter- 
weighed shaft is to be tried. The diameter is 2^ in. on the 
three main bearings and 2^ on the pins. The bearing lengths 
are 4 in. for the rear and middle bearings and 3 1/16 in. for 
the front, the pins being 3 in. long. The webs are very stiff, 
the long ones having a section 3^ in. wide by l54 in- thick at 
the thickest point, the 7-deg. draw angle subtracting little from 
the thickness at the edges. The proportions allow perfectly 
straight holes to be drilled for the oil direct from each main 
bearing center to the pin centers. For the flywheel attachment 
there is a flange. 

The flywheel itself is exceptionally large, being 20 in. diameter 
and 4 in. wide on the rim, the weight being 130 lb. 

The cast-iron pistons are fairly heavy, 6j^ in. long and with 
three rings and a l}i hollow wrist pin locked in the piston. 
The pin center is 2^ in. from the bottom of the piston. Ten- 
thousandths clearance at the top and over the upper ring is 



242 The New Standard U. S. Army Truck 

called for, and four-thousandths on the lower ring and the rest 
of the skirt. 

The manifolding system is designed to take care of heavy 
gasoline, and is regarded as the most experimental thing about 
the engine. The exhaust manifold is conventional, except that 
at the center it has a rectangular opening. The intake ports 
are below the level of the exhaust ports, so that the intake 
manifold flanges can be attached, and the intake manifold 
branches come out and up in an easy sweep. Where they join 
there is a rectangular face matching the one on the e-xhaust 
manifold, and a sort of box like a mufif on the intake. These 
two faces bolt together, with a gasket, thus allowing the exhaust 
to play upon the point where the two branches of the intake 
connect with the short vertical part containing the governor 
throttle and ending in the carbureter flange. The carbureter is 
set quite high and will, of course, be a vertical model, though 
the make is entirely undecided and will in fact be settled by 
trial only. 

The rest of the chassis has been described in more detail 
before. Concerning the multiple dry disk clutch there is little 
to be said, except that the throwout bearing is much above the 
average size. The gearset with its four speeds and the two 
shafts in the same horizontal plane is much as it was first 
sketched out. It is an excellent manufacturing proposition and 
will weigh about 300 lb. A short shaft links it to the clutch 
via two metal universal joints. 

The transmission is rather ingeniously hung. At the rear are 
two lugs drilled to receive pins on a transverse axis, and these 
pins also pass through the ends of a pair of brackets hanging 
from a plain pressed steel cross member. The front end of 
the case has a "nose" surrounding the bearings of the main 
shaft, and this nose is held up to a bracket hung from another 
cross member by a cap like a bearing cup. The cap does not 
grip the case tightly so as to allow a certain amount of floating 
fore and aft movement. 

This suspension makes it very easy to remove the case, since 
it is only necessary to remove the cap and knock out the two 
pins at the rear after disconnecting the pins in the three gear 
striker rodo and disconnecting a universal joint in front, the 
slip joint takes care of the universal on the propeller shaft. 

The last mentioned is normally almost horizontal, in a prac- 
tically perfect position for the Hotchkiss drive. 

The axle, though it contains much that is new, is mainly 
Timken in exterior. It is a full floating pattern with a pressed 
steel case and has taper roller bearings all through, even on 
the worm shaft. As stated before, both sets of brakes are 
expanding, side by side in the same drums. These brakes are 
of the band type and are provided with adjustment for setting 
the concentricity of the bands. In laying out the brake con- 



The New Standard U. S. Army Truck 243 

nections great care has been taken to plot the paths of the brake 
lever eyes as the spring deflects, and the cross shafts, of which 
there are two, are placed so that axle movement will have a 
minimum of effect upon the brakes. To compensate for tor- 
sional deformation of the spring the axle brake levers are 
carried up till the eyes are nearly in line with the top plate of 
the spring, thus resulting in spring deformation causing an up 
and down movement of the levers instead of a horizontal one, 
and the vertical movement does not affect the tension on the 
brake rods. 

SUMMARY OF PRINCIPAL POINTS 

1 — The engine has four 4-)4 by 6 cylinders, cast in pairs, with 
detachable heads. 

2 — Much attention has been paid to the cooling and lubrica- 
tion pi-oblems. 

3 — Force-feed lubrication is used throughout and the oil is 
doubly strained. 

4 — Two entirely separate ignition systems, one battery, the 
other magneto,, are used. 

5 — The crankcase, including the bell housing and the oil pan, 
is aluminum. Three-point support is used. 

6 — The crankshaft is very rugged, and is notable for its large 
intermediate bearing, as long as the rear one. 

7 — The governor is the steel-ball type, and so inclosed and 
sealed that it cannot be tampered with. 

8 — There is a dry disk clutch, a four-speed horizontally ar- 
ranged change gear, a worm drive, a full floating rear axle 
and Hotchkiss drive. 








244 



246 The New Standard U. S. Army Truck 




CHAPTER X 

THE TRAINING OF SUPPLY TRAIN TROOPS 

Introduction. — The problem which was presented to Supply 
Train officers of the first National Army divisions will probably 
not be exactly duplicated by any others. 

They were without trucks for several months, with no definite 
time to look ahead for them, and had to push and dig for every- 
thing they could get to give the men instruction and training 
directly applicable to their function in the field, and at the 




Photo from Commercial Vehicle, Nov. 1, 1917 

A close-up view of the generous-sized toolbox fitted on the Class B truck 
under the body on the right side. Note also the metal stirrup step, which 
is much lighter than the conventional runningboard and yet serves the same 

purpos'e 

saine time continually devise means of occupying the men's time 
which was left, in training and instruction, which, while not 
directly applicable to their work, would not be wasted. In the 
outline which is given in this chapter of work to be covered in 
those lines which are not absolutely essential, it serves to in- 
dicate into what fields the work may go, as time shall allow. 
However pertinent a field of instruction is, officers should bear in 
mind always, that, to be of any value, it must be systematic and 
progressive. Where there is no connection between one day's 
work and another, it loses its meaning; connect a subject of 

247 



248 The Training of Supply Train Troops 

training and instruction, make it progressive, and you have 
arranged it in a man's mind, so that he has learned something. 
Further than this, the attitude of each officer should be one of 
constant alertness to improve his own knowledge of his job, to 
discover new means of improving the training of his men, and 
new data with which to make the work more valuable and in- 
teresting to them. 

Part 1 

INFANTRY DRILL REGULATIONS 

The chauffeur is no less a soldier than the rifle-man ; there 
' is probably no more important fact to realize than this in the 
training of Supply Train troops. When a chauffeur is_ given 
an order from a superior in the field, he must obey it with the 
same habitual obedience with which the infantry-man follows 
his platoon leader in the charge. To get the chauffeur in this 
attitude of mind is not the task of a few days. 

Close order drill — school of the soldier, squad, and company 
should occupy a prominent place in early training ; to implant this 
necessary discipline thoroughly into the men, an hour a day 
throughout the training period would not be wasted. 

The men being armed with rifle, Extended Order Drill is not 
out of order, and its mechanism, as outlined in the School of the 
Squad and School of the Company should be taught them. 

Part 2 
PHYSICAL DRILL 

The men's physical development should not be overlooked any 
more than for a soldier of any branch. Physical drills should 
occupy about three quarters of an hour, and follow progressively 
the lessons outlined in "Field Physical Training of the Soldier" 
issued by the War Department. 

Part 3 

MUSKETRY TRAINING 

The Supply Train fires special course C, Appendix II, Small 
Arms Firing Manual, and should have the regular preliminary 
training for target practice : care, description and cleaning of 
rifle, from pamphlets on the rifle issued by the War Department ; 
sighting exercises, position and aiming drills, deflection and 
elevation connection drills as prescribed in Small Arms Firing 
manual, and the Bull's Eye Score Book. Further time available 
may be devoted to instruction of the men in the theory of fire, 
use of the mil scale, target designation, determination of ranges, 
estimating distances and use of cover, from War Department 
Document No. 631, entitled "Musketry," and also from Small 
Arms Firing Manual. 



The Training of Supply Train Troops 249 

Part 4 
GUARD DUTY 

Thorough instruction in the principles and execution of guard 
duty should be given. As soon as possible a guard should be 
established for the Supply Train's sector of camp and main- 
tained through its occupation thereof. Its special service in the 
training camp would be to watch for fires, but the instructive 
purposes for the men, in putting them on guard duty, should 
not be lost. A form of guard orders in a motor unit camp is 
given on page 143. 

Part 5 

SIGNALLING 

Both semaphore and wig-wag systems of signalling should be 
taught, and by competitive work the best signallers can be 
determined. The messenger should be a competent signaller, and 
there should be a few other men especially trained for this work. 
Arm and whistle signals for infantry work, as given in Infantry 
Drill Regulations, and truck signals as given on page 127 of 
this book, should be included under this head. 

Part 6 

MILITARY FORMALITIES AND ENSIGNIA 

Each man should be taught, beginning with his first day of 
training, the proper observance of military formalities and 
courtesies, for which the best material is Moss's "Manual of 
Military Training" Part VI. He should be taught the insignia 
of rank and branch of service of officers and the chevrons of 
non-commissioned officers shown on page . . ? of this book. He 
should be able to describe the American Flag. 

These matters need more than a single recital for the men 
to know them. They should be drilled in the mechanism of the 
salute, drills should be invented covering assumed situations for 
practice in doing the correct thing, and the men should have 
their attention called to errors or omissions in conforming to 
military custom. Teach military courtesy so that men will not 
consider its observance humilating or even perfunctory, and on 
the other hand be careful not to give them an overdose of the 
"grand and glorious privilege" idea. Above all don't read out 
of a book on this subject, make your explanations yourself, and 
when you have them, your sergeants can help you out a great 
deal in this instruction. 

Part 7 
LECTURES 

An hour a day for two or three days a week could be devoted 
to a series of lectures by the company commanders on matters 



250 The Training of Supply Train Troops 

which would be of value to the men. It is suggested tliat the 
hrst of these be on the organization of the division with par- 
ticular reference to the position and general function of the 
Supply Train; surely first the men want to know where they fit 
into the army, and who their superiors are. Well organized talks 
and readings from Army Regulations, covering points with 
which individual soldiers should be familiar could follow this. 
Then talks on the detailed organization and the operation of the 
Supply Train, for which it is believed this book could serve 
as a basis, would be in order. If time allowed, it would not 
be wasted in talks on the function of other branches of the 
service, for the men of the Supply Train will have dealings with 
' men of all branches of the service, and the more they know them, 
the more intelligent will be their service. 

Part 8 

FIRST AID 

First Aid instruction is highly important, and each man in the 
company should know exactly what to do in all emergencies re- 
quiring first aid treatment. Valuable data on this subject may be 
obtained from Hastings, "First Aid for the Trenches" (Harvey 
Military Series) ; Moss, "Manual of Military Training," Part V, 
Chapter 3; Field Service Pocket Book, Pages 582-616; Manual 
for non-Commissioned Officers and Privates, Chapter XIII. 
Below are printed a series of lessons on First Aid which were 
given in one of the companies of the 301st Supply Train, the 
above named books being used as the chief sources. Not a great 
deal of material is given in a single day, for every bit should be 
thoroughly grounded. The method followed in the company 
mentioned was to have the members of the company study the 
day's assignment by sections under the section leader, who was 
provided with a type-written copy; after a half hour of this, 
another half hour was spent under the direction of the company 
commander, in conference over the work, in practical demon- 
stration of methods mentioned, and from time to time in written 
tests. Charts of the body are particularly valuable in the study of 
bleeding. The use of the outlines given at the ends of each 
lesson should also be of assistance in organizing the subject. 

Plates shown in Hastings "First Aid for the Trenches" are 
excellent for illustrating material on Treatment of Wounds and 
Fractures, and on moving injured persons. 

LESSON I. TREATMENT OF WOUNDS 

1. The three principal dangers which result from rifle, shrap- 
nel, or other wounds are: 

1. Shock. 

2. Infection. 

3. Bleeding. 

2. The first thing to do then is to prevent shock. The 



The Training of Supply Train Troops 251 

vitality of a wounded man is lowered, especially at first. He 
must therefore be kept warm and should be covered by an over- 
coat if such a thing can be obtained. Any movement increases 
shock. Therefore, when a man is badly wounded, if he is not 
bleeding, it may be useful to move him to a dugout or other 
place of safety and let him rest for an hour or two before 
removing him to the dressing station, if he is conscious, and 
able to swallow, a little hot soup, tea, or coffee may help him. 
Where he is exposed to the enemy fire he should of course also 
be assisted to cover whenever this is possible. 

3. a. The second thing to be done is to dress the wound, if the 
bleeding from it be not severe. The fundamental thing to re- 
member here is to guard against infection. To guard against 
this, the greatest possible cleanliness is necessary in the dressing 
of wounds. Any dirt or foreign matter introduced into them 
greatly increases their danger and the time occupied before they 
are healed. Lack of care shown in keeping anything soiled or 
dirty from the wounds will surely introduce poisonous germs 
into the wound, which prevents them from healing readily, and 
give rise to a thick discharge from them, and may take away 
a man's chance of recovery from them. 

(b) These precautions should include care that the hands do 
not touch the wound at any time, that nothing soiled or 
dirty is used ; nothing should come into contact with the wound 
but the inner layer of the dressing where it has not been handled. 
If the dressing contains a small tube of iodine, this must be 
opened and poured on the wound and surface of the skin about it. 

(c) The soil of Belgium and France, which has been cultivated 
and manured for generations, is bound to be full of some of the 
worst varieties' of bacteria. War wounds are bound to be 
dangerous in respect to poison at best, for if a man is in action 
long he can be sure neither he nor his clothes will be anything 
like free from germs, and when a man is wounded these will 
readily be carried in ; shell or shrapnel will also very probably 
carry soiled pieces of clothing directly into a wound. Disease 
germs are such tiny things that they can only be seen with the 
strongest microscope, but they multiply very rapidly, and are 
possessed of such wonderful vitality that some of them have to 
be boiled for ten or fifteen minutes, or exposed to steam for 
the same time, before they are killed. 

(d) What measures can be taken to kill the germs which are 
likely to be inducted into a wound? The surgeon boils his in- 
struments before dressing a wound, and the dressings which he 
uses to cover it have generally been exposed to steam and then 
dried. Various chemical poisons will also kill germs. Carbolic 
acid is perhaps the best known of them, and is useful if the 
wound is fresh ; but if it has been made some hours before, the 
germs will have multiplied in it and some of them will have got 
into the flesh around the wound where they can't be reached 



252 The Training of Supply Train Troops 

by the carbolic. Early treatment is therefore necessary. The 
best germ destroyer is iodine. 

(e) Even slight wounds and scratches should be covered up at 
once by a bandage or a handkerchief to prevent dirt getting into 
them. Where possible, a medical officer should be notified when 
tiny wounds have had soil rubbed into them, because a wound 
containing soil and from which the discharge cannot come away 
freely is liable to cause lock jaw. 

In connection with gunshot wounds it is necessary to remember 
that in many cases, the bullet is not stopped by the body, but 
passes right through it. Two wounds have therefore to be looked 
for and both treated with iodine and dressed. 

(f) In dressing a wound, take care to use that belonging to 
the wounded man and not your own. Apply the dressing and 
bandage firmly on. Do not bandage too tightly, especially over 
bony parts, such as the wrist or ankle, as there is danger to the 
limb if you do so, as the flow of blood through it may be 
arrested, and the limb thereby die. 

(g) Following are directions for applying the U. S. Field First 
Aid Packet: 

1. If there is only one wound, carefully remove the paper from 
one of the two packages without unfolding the compress or 
bandage, and hold by grasping the outside rolls of bandage 
between the thumb and fingers. 

When ready to dress wound, open compress by pulling on the 
two rolls, being careful not to touch the inside of the compress 
with fingers or anything else. The back of compress is marked 
by a strip of blue paper. In grasping the rolls, if the thumbs are 
slipped in the spaces marked by the blue strip the face of the 
compress will not be touched. Still holding one roll of the 
bandage in each hand, apply the compress to the wound, then 
wrap the bandage around the limb or part and tie the ends 
together or fasten with safety pins. The second compress and 
bandage may be applied over the first, or it may be used for a 
sling if the arm is wounded or to bind both legs together if one 
is injured. 

2. If there are two wounds opposite each other, apply to one 
wound a compress without unrolling the bandage, and hold it 
in place by the bandage of the compress used to cover the other 
wound. 

3. If there are two wounds not opposite each other, tie the 
compress over each. 

4. If the wound is too large to be covered by compress, find 
and break the stitch holding tlie compress together, imfold it, 
and apply as directed above. 

5. Bleeding. 

(a) Every wound gives rise to a certain amount of bleeding. 
In cases where it is not severe, no particular attention need be 



The Training of Supply Train Troops 253 

paid to it, the pressure effected by the firmly bandaged dressing 
sufficing to arrest it; where, however, the bleeding is severe, 
efforts must be made to stop it before applying the dressing. 

(b) There are two kinds of bleeding: venous or arterial; 
venous from the large veins, arterial from the arteries. 

Veins are carrying blood back to the heart (via the lungs) 
and when they are cut pressure must be brought to bear on the 
side of the wound away from the heart to stop bleeding. Ar- 
teries are carrying fresh blood out from the heart and hence 
bleeding from them must be stopped between wound and heart. 
There is a difference between bleeding from veins and from 
arteries so that one can tell on which side of wound to bear 
pressure ; blood from veins is very dark red, flows or comes out 
in steady bubbles ; blood from arteries is bright red and comes 
out at first in spurts corresponding to each heart beat. 

(c) Most all venous bleeding can be stopped without resort 
to pressure on the blood vessel ; and the following procedure 
will usually suffice. Lay the patient down, remove any constric- 
tion which may be around the limb, elevate the limb, and apply 
a pad and firm bandage; where it is a trunk wound, leave out 
the words "elevate the limb." 

1. A wounded man should be kept as still as possible till all 
bleeding has stopped, because movement stimulates the heart 
to pump the blood more vigorously through the body, and this 
usually increases the bleeding. 

The following paragraphs will give in detail the procedure 
for stopping bleeding at different parts of the body, arterial 
bleeding being taken for granted except where otherwise noted: 

2. Bleeding from a limb — an arm or a leg. It is usually best 
to make no attempt to purify the wound, but at once to raise 
the injured part, getting the soldier to sit or lie down (especially 
if the leg or thigh be wounded). If pressure from pad and 
bandage will not stop it. something must be tied tightly round 
the limb to press on the arteries conveying blood to wound, 
which may be done easiest by means of a tourniquet. 

An improvised tourniquet may be made as follows. Take a 
handkerchief, a smooth rounded stone, and a stick or scabbard, 
etc., wrap up the stone in the center of the handkerchief around 
the limb and then tie securely, leaving sufficient space for the 
stick to be admitted; pass the stick then between the handker- 
chief and the skin and carefully twist it until, by tightening the 
handkerchief, the stone is pressed upon the artery with sufficient 
force to arrest the flow of blood. A pad should be placed be- 
tween the stick and the skin to prevent the latter being bruised, 
and the end of the stick must be secured with a bandage to 
prevent the tourniquet untwisting. The tourniquet should be 
applied no tighter than is absolutely necessary to stop the arte- 
rial bleeding and should only be used as a last resort. 

Seeing that tourniquet cuts off all the fresh blood from the 



254 The Training of Supply Train Troops 

limb beyond it the tourniquet must not be left on too long or 
the part will die. The arm can manage without blood fairly 
well for as long as 3 hours, but there is danger in leaving a 
tourniquet round the leg for more than half this time. There- 
fore, when a tourniquet is applied skilled help must be obtained 
with as little delay as possible. Where this is impossible it is 
best after an hour to loosen the tourniquet a little, being always 
ready however to tighten it up again if bleeding starts afresh. 

3. From the Head. — With a severe wound of the head the 
skull is often broken. Firm pressure by a pad and bandage is 
therefore liable to press a piece of bone into the brain, and is 
to be avoided. It is better to stop bleeding by pressure on the 
arteries going to the part. For bleeding in the front half of 
the head press with the thumb just in front of the ear of the 
side of the head injured; for the back half press two inches 
behind the ear and a little below, using the thumb as before. 
The beat of the artery can generally be felt in the former, but 
very rarely in the latter. 

4. Bleeding from the Face. — Though a wound of the face may 
bleed freely, this is easily stopped by a pad of dressing pressed 
firmly on the wound and held in position by the hand. 

5. Bleeding from the Neck. — A wound of the neck is one of 
the most serious in the body, because large arteries and veins 
exist on either side of the wind pipe. It is of course impossible 
to put a tourniquet round the neck, as this would cause suffo- 
cation. The proper thing to do is therefore to press on the 
blood vessels on each side of the wound. The artery and vein 
run together side by side, and if one is wounded the other is 
almost sure to be injured as well, and the result is that the 
artery carrying blood from the heart will bleed chiefly from 
the body side of the wound while the vein will bleed from the 
head side. Fortunately it is rare for both of the main arteries, 
which are situated one on each side of the wind pipe, to be 
injured at one time, for it is very dangerous to press on both 
at once to stop bleeding, as this cuts off nearly the whole of 
the blood from the brain. 

When the neck is wounded and bleeds freely, kneel down on 
the wounded side of the patient, who will be lying down, and 
put the tip of each of your thumbs so that it just touches the 
wind-pipe, one on each side of the wound and about an inch 
from it, and then press straight back on the spine. 

If this does not stop the bleeding shift the position of one 
or both thumbs a little and try again. In most cases you \vi\\ 
have to keep the patient just where he is, and go on pressing 
until skilled help arrives. If the wind-pipe is injured try to turn 
the patient into such a position that any blood that may trickle 
into it will run out again at once. 

6. Bleeding from Chest and Back.— Cover the wound with 
dressings and press firmly with the hand. Where the patient 



The Training of Supply Train Troops 255 

coughs up blood as the result of the lung being also injured, he 
should lie on the injured side, so that the opposite lung is most 
used for breathing. He should be covered up and kept warm 
and as still as possible. 

7. Bleeding from the Stomach. — Wounds of the stomach rarely 
bleed much externally, but they are none the less serious be- 
cause, if severe, they are very liable to become poisoned from 
the bowel. The person affected should be kept warm and move 
as little as possible, and must on no account walk. If the bowels 
are protruding through the wound they should not be pushed 
back, but should be covered by the gauze from the first 
field dressing. If obtainable a clean handkerchief should be 
placed over this, and then the sides of the tunic should be 
brought together over both and fixed with pins; or, if they will 
not meet easily, the opposite buttons and button-holes can be 
tied together with strings. If wound is deeper than the skin 
no iodine should be applied. The knees should also be bent up 
and the shoulders raised on a folded coat to loosen the wall of 
the stomach and prevent pressure on the injured organs. After 
bullet wounds and other injuries to the stomach give nothing 
to eat or drink, move very carefully, and inform the medical 
officer as soon as possible. 

8. Bleeding from the Shoulder. — For bleeding from the shoul- 
der and upper arm, too high up for a tourniquet to be applied 
between the trunk and the wound, place a pad of dressing on 
the wound and hold it there, pressing firmly. When all bleeding 
has ceased the hand may be replaced by a folded handkerchief, 
which is firmly bandaged into place : but if the bleeding starts 
again we must press on the wound once more. If, however, 
pressure on the wound is not enough to stop the bleeding, press 
the thumb just behind the middle of the collar bone, where the 
beating of a large artery may be felt, and hold it there till 
help arrives. 

9. Bleeding from the Hip. — For bleeding from the hip too 
high up for a tourniquet to be applied, pressure by means of a 
pad of first field dressing, pressed firmly on to the wound, should 
first be tried. If this fails, or if immediate swelling around 
the wound occurs, we must press on the artery going to that 
part. The artery is situated a little to the inner side of the mid- 
dle of the front of the thigh, but it is sometimes difficult to 
feel its beat. The two thumbs should be placed one over the 
other in the situation of the artery and pressed directly back- 
ward. If the bleeding does not at once get less, move the 
thumbs a little to one side or the other side and then press again. 

10. Bleeding from the Mouth. — Sometimes bleeding from the 
mouth can be stopped by direct pressure of the finger, covered 
with the colored gauze from the first field dressing, on the 
bleeding area in the man's mouth. If this is not successful, pres- 
sure on the blood vessels of the neck, on the same side as the 
wound, should be tried, and the wounded man turned on to his 



256 The Training of Supply Train Troops 

side so that any blood flows out of his mouth instead of run- 
ning down his throat. 

11. Bleeding from the Nose. — Bleeding from the nose from in- 
jury or disease can generally be stopped by pressing the twc 
sides of the nose together with finger and thumb as far back 
as can be reached, holding it thus for ten to twenty minutes. If 
however, while this is being done, blood flows down the throat . 
and is swallowed, or is spat out from the mouth, the treatment 
is useless and should be discontinued. The patient should then 
lie on his side so that the blood flows out from the nose and 
does not run down the back of the throat. 

12. There is no special first-aid treatment for vomiting of blood 
from an injury to the stomach, beyond keeping the patient lying 
down at rest and as warm as possible. 

13. Bleeding into a Limb.- — Sometimes a rifle bullet may pass 
into or through a limb, causing injury to a large artery, but 
tearing the rest of the limb very little. Blood will be poured out, 
but may be prevented from reaching the surface owing to 
swelling along the track of the bullet ; or the sharp end of a 
broken bone may cut into an artery. In either case there will be 
a sudden swelling of the limb, which rapidly becomes larger. 
This must be treated at once by applying a tourniquet on the 
body side of the swelling; or if this is impossible, as in the 
case of the shoulder and hip, by pressing on the artery going to 
the part. 

6. Wounds of Joints. Wounds of joints are liable to be very 
serious if dirt gets into them. Every care should be taken to 
prevent this by the earlv application of the first field dressing, 
and soldiers thus wounded should be moved to the nearest dress- 
ing station as soon as possible. As iodine is liable to cause in- 
flammation of a joint, care should be taken to apply it only to 
the skin around, and to try and prevent any running into the 
joint itself. 

7. Internal Bleeding. The symptoms of internal hemorrhage 
are prostration and weakness. The surface of the body is cold 
and the face pale, the lips lose color. The pulse is weak or 
imperceptible; there is sighing respiration and a cold, clammy 
sweat. Keep the patient absolutely quiet and do not give 
stimulants. 

outline 

1. Principal dangers from wounds. 

2. Prevention of shock. 
^. Dressing the wounds. 

a. Necessity of guarding vs. infection. 

b. Precautions to be taken vs. infection. 

c. Special dangers of war wounds. 

d. Measures to be taken to kill germs in wounds. 



The Training of Supply Train Troops 257 

e. Care of slight wounds and special directions for gun- 
shot wounds. 

f. General directions for dressing a wound. 

g. Directions for applying the U. S. First Aid Packet. 

4. Bleeding. 

a. Presence in every wound. 

b. Kinds of bleeding and their separate characteristics. 

c. Treatment of venous bleeding. 

d. Treatment of arterial bleeding. 

e. 1^ — Necessity for keeping patient still 
2 — Bleeding from a limb. 

General treatment. 
Manner of making tourniquet. 
Length of time tourniquet may be left on. 
3 — Bleeding from the head. 
4 — Bleeding from the face. 
5 — Bleeding from the neck. 
6 — Bleeding from the chest and back. 
7 — Bleeding from the stomach. 
8 — Bleeding from the shoulder. 
9 — Bleeding from the hip. 
10 — Bleeding from the mouth. 
11 — Bleeding from the nose. 
12 — Vomiting of blood. 
13 — Bleeding into a limb. 

5. Wounds of joints. 

Special precautions and measures. 

6. Internal bleeding. 

LESSON II. FRACTURES 

1. A fracture is a broken bone. Conclusive evidence that a 
bone is broken is given by either of the following indications : 

(a) The injured limb is shorter than the other. 

(b) A bend is seen in the limb where no joint exists. 

(c) On gently moving the limb the two pieces of bone 
are felt to grate on one another. 

2. Unless a doctor cannot be found for a considerable time, 
do not try to set the fracture. First aid treatment for frac- 
tures consists of immobilizing (that is, making non-movable) 
the limb affected by means of splints bandaged on above and 
below fracture. Splints may be made from pieces of wood, 



258 The Training of Supply Train Troops 

a rifle, a bayonet and scabbard, newspaper rolls, and even a 
rolled blanket makes a good stiff splint ; all splints must be 
padded. If no splints are available or when time is an im- 
portant factor simply — in case of a leg — fix the broken limb 
to the sound one, and in case of the arm fix it to the chest, 
using in the former the sound limb and in the latter the chest 
to act as a splint. In bandaging on splints care should always 
be taken not to bandage immediately over fracture but above 
and below it. Don't bandage too tightly as during the first 24 
hours considerable swelling of the part is likely to take place. 

3. There are two kinds of fractures, simple and compound; 
a simple when there is no wound near ; a compound when there is 
a wound leading down to the fracture. In the case of a com- 
pound fracture the wound must first be bandaged up and the 
fracture dealt with afterwards. When there is severe bleeding 
from the wound it may sometimes be dangerous to press on the 
wound and bandage it up tightly to stop the bleeding, for fear 
of making sharp pieces of bone injure important structures; it 
is better in such case to put a tourniquet around the limb be- 
tween the wound and the body and tighten it up ; or, if the 
v/ound is too near the shoulder or hip for this, to press on 
the artery supplying the part. 

4. The following paragraphs will take up treatment for frac- 
tures in different .parts of the body: 

(a) Arm or Collar-bone. — If a bone of the arm or the collar- 
bone is injured, it will in most cases be sufficient to put the in- 
jured arm in a sling. This can be made (1) by taking a large 
square handkerchief and folding it across the middle to make 
a triangle half the size. One of the more pointed corners is 
then placed over the shoulder of the injured side, with the 
"square angle" undet the injured elbow. The other pointed 
corner is then brought over the shoulder of the opposite side, 
and both pointed corners are then tied together behind the 
neck, care being taken not to pull up the elbow in so doing — 
the object being to support the forearm but not to raise it. (2) 
Or the sleeve can be pinned to the tunic with a safety-pin ; or 
(3) if an overcoat is being worn the lower part of it on the 
injured side can be turned up over the forearm and fixed in 
a sling, a large handkerchief or belt tied loosely around the 
body and the elbow of the injured side will help to prevent fur- 
ther injury when the patient is moved. Nothing in the way of 
a splint is generally required in fractures of the upper limb, but 
where the forearm (or arm below the elbow) is much injured 
it may be supported on a bayonet scabbard and fixed to it by 
a couple of handkerchiefs, one on each side of the injury, be- 
fore being put in the sling. 

(b) Leg.— When a bone of the leg is thought to be broken 
it is best to turn the wounded man on his back, lay an unloaded 
rifle along the outer side of the injured limb with the butt- 
end in the arm-pit. The rifle is now fixed to the body, thigh, 



The Training of Supply Train Troops 259 

and leg. To carry this out, a belt tied around the butt-end and 
the chest does very well, but must not be pulled too tight. An- 
other belt around the rifle and hips, a little below the waist, 
should be strapped up as tightly as possible. Three other straps, 
handkerchiefs, bits of bandage or puttee, or even bits of strong 
string, are put around to fix the rifle to the middle of the 
thigh, the knee, and the ankle. A soldier with a broken thigh 
bone fixed up in this way was able to return to his own lines, 
a distance of three miles, by crawling slowly on his back by 
means of his elbows and the sound leg. 

Where the leg is broken below the knee a couple of shorter 
splints, such as two bayonet sheaths, one each side, or two 
pieces of ration-box, are generally sufficient if a rifle cannot 
be obtained. Where no splints are available, tieing the two 
legs together in three or four places does fairly well, provided 
that the uninjured one is kept quite straight. A bandage fixing 
both legs together or fixing a limb to a splint must never be 
put on so as to cover the wound. 

(c) Wrist. — In putting one's hand out to save himself from 
a fall the wrist is often sprained and fairly frequently broken. 
When the bone is broken one part is commonly jammed into 
the other by the force of the fall (impacted fracture), and they 
are held fast. A broken wrist is therefore very like a sprained 
wrist ; both are swollen, and though movement is painful, in 
neither case is the limb absolutely useless. As the two con- 
ditions are so much alike it is always wise to get the medical 
officer to look at any injury of the wrist. 

(d) Thigh Bone. — In most cases it is quite easy to recognize 
when the thigh bone is broken. The limb is useless, it appears 
to be shorter than the other, and the foot is turned outwards 
so that it lies with the little-toe side on the ground. If the 
limb is moved grating will be felt. When the fracture is near 
the upper end, though the limb is useless, there is little shorten- 
ing. And when, as happens fairly often when two pieces of 
bone are also jammed together and held fast (impacted), the 
limb can be moved and the person aff"ected has even tried to 
walk. This is of course a very dangerous thing to do, be- 
cause the two pieces of bone may become suddenly separated 
and the sharp end of one of them may cut its way into a large 
blood vessel or do other serious damage. It is therefore neces- 
sary to recognize a fracture of the thigh bone when the two 
pieces of bone are jammed together (impacted) and when they 
are not. We find the man lying with his foot turned out and 
we may first try very carefully to turn it in. If this can be 
done, but we feel a grating, we are dealing with an ordinary 
fracture. If the foot cannot be turned in without much force 
we have an impacted fracture. In all cases where a broken 
thigh bone is suspected, the injured limb is fixed to a rifle 
splint as previously described, or both limits are tied together. 



260 The Training of Supply. Train Troops 

_ (e) Knee Cap. — When the knee cap is fractured the ordinary 
signs of a broken bone are absent. There is no unusual bend- 
ing of the Hmb, it is no shorter than its fellow, and no grating 
is felt when moved. The limb can, however, only be moved 
with difficulty, and the patient is unable to walk. When the 
knee cap is broken right across, the two parts are pulled away 
from one another by the muscles, and a finger gently laid upon 
the knee cap feels a depression between the two pieces of 
bone. A long splint (e. g., rifle or piece of board from a ration- 
box) should be placed beneath or to the outside of the limb 
and fixed to it by handkerchiefs or bandages. The injured man 
should be kept lying down. 

(f) Spine. — Injuries to the spine by blows, shell, or rifle-fire are 
always serious, and a person should not be moved until skilled 
help arrives unless this is absolutely necessary. While a man 
with a broken spine is being lifted on a stretcher it is desirable 
for someone to pull gently on his shoulders and a second per- 
son to pull against him by holding the patient's feet so as to 
straighten out the body and prevent overlapping of the spine 
and consequent injury to the spinal cord. Where such a thing 
can be obtained a shutter or door is even better than a stretcher 
for the removal of a patient with a broken spine, as it keeps 
him more rigid. If a man with an injury of the spine has to 
be moved a short .distance to cover, and only one man is avail- 
able, this can be carried out by clearing away all obstructions 
and then slowly pulling him by his shoulders, keeping the body 
as straight as possible all the time. 

(g) Hip Bone. — A broken hip bone or haunch bone causes 
much the same symptoms as a broken spine (see above) and is 
nearly as serious. Great pain is produced when the injured 
man moves his legs or when the hip bone is pressed on. The 
soldier must not attempt to crawl or walk, but must be moved 
in the same way as one with a broken spine, except that there 
is no need to pull on the head and feet. 

(h) Skull. — A broken skull does not often itself call for im- 
mediate treatment. When there is a scalp wound as well, and 
there is severe bleeding from it, it is better to stop bleeding by 
pressing on the arteries going to the part rather than on the 
wound itself. 

When the lower part of the skull (base) is fractured, as may 
sometimes occur, from a blow on the top or side of the head, 
or a fall from a height, there is often bleeding from one or 
both ears, which may continue for hours. A piece of 
gauze from a first field dressing should be put over the bleed- 
ing ear and fixed loosely in position with a bandage, but no at- 
tempt must be made to stop the bleeding by tightly plugging 
the ear, as this may cause the blood to collect inside the skull 
and press on the brain. 

(i) Lower Jaw. — When the lower jaw is broken, the teeth are 



The Training of Supply Train Troops 261 

irregular and there is bleeding into the mouth. The wound, if 
there is one, should be dressed, and tlie jaw closed and supported 
by two pieces of bandage, each about a yard and a half long. 
One goes round the chin to the back of the neck, the other 
from below the chin to the top of the head. Each is tied loosely, 
and the four ends are tied tightly together. 

5. Dislocations and Sprains. — There is no urgency about the 
treatment of dislocations and sprains. As there are no sharp 
pieces of bone to cause furtlier injury it is sufficient to allow 
the limb to remain in any position that is comfortable to the 
patient. If it ever gets moved in reaching cover or going to 
the dressing station great pain may be produced, but very little 
damage will occur. To lessen the pain use a sling for the 
arm and fix the leg to a rifle along the outer side, or tie both 
legs and thighs together with several handkerchiefs or bandages. 
It is useful to remember that while fractures may take place 
anywhere in a limb, dislocations and sprains can only occur 
at joints. 

6. If it is known that a doctor cannot be reached for a con- 
siderable time, an attempt should be made to set fractures be- 
fore putting on splints, particularly if it is the leg, by gently 
pulling the broken limb out straight after cutting off clothing. 
Keep swelling down with hot water. 



1. Evidences of fracture. 

2. First aid treatment in general — splints. 

3. Special treatment for compound fractures. 

4. Special treatment for fractures in different parts of the body. 

a. Arm or collar-bone. 

b. Leg. 

c. Wrist. 

d. Thigh-bone. 

e. Knee-cap. 

f. Spine. 

g. Hip-bone, 
h. Skull. 

i. Lower jaw. 

5. Dislocations and sprains. 

6. Directions for setting fractures. 

LESSON III. Artificial Respiration from Drowning, Suffoca- 
tion. Burns and Scalds. 

1. Recovery of drowning persons. 

Immediately on removal from the water, without stopping to 
remove clothing, artificial respiration should be commenced on a 



262 The Training of Supply Train Troops 

person apparently drowned. The Schafer method of artifi- 
cial respiration is the approved one and is as follows : 

Lift patient up by the middle of body to allow any water and 
foreign matter tliat will run out readily, to do so. Clear the 
mouth and pull tongue forward. Loosen the tunic and belt. Turn 
the patient face downward on the ground with the legs straight, 
one arm to the side and the other bent above the head so that 
the forehead rests on the forearm. This prevents the mouth and 
nose from being stopped up by resting on the ground. Next 
place a folded coat beneath the pit of the stomach, put yourself 
astride or on one side of the patient's body, in a kneeling or 
stjuatting position, facing his head. Placing your hands flat on 
the small of his back, with the thumbs parallel and touching, 
and the fingers spread out over the lowest ribs, lean forward 
with the arms straight and steadily allow the weight of your 
body to fall on the wrists, and so produce a firm, even, downward, 
upward, and forward pressure, which must not be violent, on the 
loins and the lower part of the back. This part of the opera- 
tion should occupy the time necessary to count, slowly, one, 
two, three. By this means the air (and water, if there be any) 
is driven out of the patient's lungs. Water and slime from the 
air passages may also run out. Immediately after making the 
downward pressure swing backward rather suddenly so as to 
relax the pressure and allow air to enter the lungs. Do not 
lift the hands from the patient's body. Count two and then exert 
the pressure again. Repeat this forward and backward move- 
ment (pressure and relaxation of pressure) 12 or 15 times a 
minute, without any marked pause between the movements. 
Whilst the operator is carrying out artificial respiration others 
may, if there be opportunity, busy themselves with applying 
hot flannels, hot bottles, etc., between the thighs and to the arm 
pits and feet, or promote circulation by friction, but no attempt 
should be made to remove wet clothing or give restoratives by 
the mouth till natural breathing has recommenced. When this 
has taken place, allow the patient, to lie on the right side and apply 
friction over the surface of the body by using hankerchiefs, flannels, 
etc., rubbing legs, arms, and body all toward the heart, and 
continue after the patient has been wrapped in blankets or dry 
clothing. As soon as possible after complete recovery of 
respiration remove patient to nearest shelter. On respiration 
and if power of swallowing has returned, small quantities of 
warm coff^ee, tea, milk, wine, etc., may be given. Encourage 
patient to sleep, but watch carefully for some time, and allow 
free circulation of air around patient. 

Note. — Artificial respiration must also be resorted to in case of 
suffocation by charcoal fumes or coal gas, mining accidents, 
hanging, lightning stroke, and severe electric shock. 

2. Suffocation. 

In modern warfare suff'ocation is most apt to be produced by 
(a) through the filling in of a trench or explosion of a mine, or 



f 



The Training of Supply Train Troops 263 

(b) by the use of poisonous gases. Effective measures against 
the latter are taken up in the special gas defense work. This 
paragraph will cover treatment for the former case. 

If you watch a man lying asleep who is breathing deeply you 
will notice that the chest and stomach rise with every breath that 
is taken. When we breathe the chest is made bigger by the action 
of the muscles, and air is drawn in to fill up the otherwise vacant 
space. As chest enlarges downward the stomach is pressed on, 
and therefore bulges in front. If the chest and stomach cannot 
expand no air can be drawn in ; that is to say, we cannot breathe, 
and so must die. Therefore, if a trench falls in, and you cannot 
get out, try to press out with your elbows to keep the pressure 
of the soil from your chest and stomach. Also in digging out 
any one partially buried, get the chest and stomach free first 
and never mind about the limbs till later. If now the man 
does not begin to breathe, his mouth must be cleared of dirt 
with the fingers and his tongue seized and pulled out sharply 
two or three times. If this does not make him breathe, ARTI- 
FICIAL RESPIRATION should be at once started. 

3. Burns and Scalds. 

Treatment for these must l)e immediately undertaken as patient 
is in danger of death from shock — the first thing to do is to give 
the patient rest and warmth by means of blankets and hot water 
bottles or by immersion in a warm bath. Then, when the 
warmth of the body is thoroughly restored, attention should 
be directed to the local conditions, being careful to expose for 
this purpose only one limb at a time. 

If clothing sticks to the burn, do not try to remove it, but 
cut around it. Prick blisters at both ends with a perfectly clean 
needle, and remove the water by gentle pressure, being careful 
not to break the skin. Dressings of simplest aseptic or non- 
irritating anti-septic oils, ointment, or vaseline, spread on muslin 
or similar light material, should be applied and covered with 
absorbent wool and bandage. A good application for a burn is 
carbolic acid dissolved in water (a teaspoonful in a pint of 
water) or tincture of iodine dissolved in water (one teaspoon- 
ful in a pint of water, to which is added as much salt as will 
cover a dime). Lacking these remedies ordinary, baking soda 
or flour may be dusted on the unbroken skin, or a cloth damp- 
ened in salt water that has been boiled. The ointment known as 
"Unguentine" is effective. 

Slight burns may be immediately treated with applications 
without taking measures against shock. Slices of potatoes can 
be applied to a burn with advantage, if burn is slight. 

Treat sunburn with olive oil, vaseline, or butter, or with 
glycerine or witchhazel applying with a dampened cloth. 

Treat cjuick lime or lye burns with vinegar, carbolic acid burns 
with alcohol, burns from other acids with baking powder or lime 
water. 



264 The Training of Supply Train Troops 

Burns are liable to be met with in present war from flame 
throwers. As a measure of prevention against this remember that 
Hame travels upward when force lost and if you lie or bend 
down you are much less likely to be injured. 

OUTLINE 

1. Recovery of drowning persons. 

a. Immediate resort to artificial respiration. 

b. Schafer method of artificial respiration. 
1. Preliminary action. 

' 1. Position of rescuers body and hands. 

3. Movement. 

4. Action following restoration of breathing. 

c. Other cases in which artificial respiration should be used. 

2. Sufifocation. 

a. Conditions in present war under which it is likely 
to be met. 

b. Treatment. 

3. Burns and Scalds. 

a. Prevention of shock. 

b. Cutting of clothing. 

c. Pricking of blisters. 

d. Applications. 

e. Treatment of slight burns. 

f. Treatment of sunburn and acid burns. 

g. Conditions under which they are likely to be met 
in present war, and preventative measures against 
them. 

LESSON IV 

Unconsciousness. Signs of Death. Choking. Treatment of 
Gassed Cases 

1. Unconsciousness may result from a number of different 
causes, to none of which the same treatment apply. 

a. Unconsciousness may result from concussion or stunning. 
The man will usually seem to be deeply asleep and will generally 
look pale and be breathing quietly. He may remain in this con- 
dition for many hours, or the unconsciousness may only last a 
moment or so and the person feel all right or only a little dazed 
after it. While the unconsciousness lasts the patient sliould be 
covered up and kept as warm as possible ; he should be lying 
down, and on no account should anything be given him to drink. 
When he comes to himself — even though the stunning may have 
only lasted for a moment — as complete rest as possible for some 



The Training of Supply Train Troops 265 

hours, and tiie avoidance of stimulants of all kinds are essential, 
for the following reasons. The blow or fall which causes the 
unconsciousness not infrequently also injures some small blood 
vessel in, or on the surface of the brain. If the man remains 
quiet, but little blood may be poured out from the injured blood 
vessel — enough only perhaps to give rise to a slight headache — 
but movement or alcohol or tea or coffee may stimulate the 
heart to drive the blood more forcibly around the body, and 
sufficient may be shed to produce a return of unconsciousness or 
even death from pressure on the brain by blood which the firm 
resisting walls of the skull prevent from escaping. Hence we 
have the rule of complete rest, warmth, and no stimulants during 
the unconsciousness that results from stunning and for some 
hours after, and it is a rule that applies to unconsciousness from 
many other causes as well. 

b. Unconsciousness from Shock from Accident or Loss of 
Blood. — Any severe injury is, as a rule, accompanied by a con- 
dition of weakness called shock. The condition generally lasts 
for several hours, and the person affected may or may not 
be unconscious. Although looking pale and feeling far too weak 
to move, he may know all that is going on. The most important 
thing in the treatment of shock is to warm the sufferer and to 
keep his head low, so that there may be an abundant supply of 
blood for the brain. Therefore lay the patient down — and it is 
better to put him on his side if this can be managed — and 
cover him up with extra clothing that you can get hold of. Any 
wound or bleeding will of course be dealt with, and when the 
patient has recovered consciousness and can speak he can be 
given a little cold water to drink if he is thirsty, and, provided all 
bleeding has stopped and there is no injury to the head a little 
hot soup or other stimulant will do no harm. If there are wounds 
or bleeding, always deal with these first. 

c. Fainting — In fainting there is always unconsciousness ; the 
condition differs from shock in that a fainting fit only lasts a 
few minutes, while shock lasts for hours. Bleeding, pain, and 
fright, and many other conditions will make a person faint, the 
essential cause in all of these being a deficient quantity of blood 
going to the brain. The proper treatment therefore follows at 
once; increase the blood supply of the brain, by lowering the 
head between the knees if a patient looks or feels faint (telling 
him what you are doing), or by sipping cold water, which stim- 
ulates the heart. If man has already fainted, lay him on his 
liack with his head low, so that blood can run back to it, loosen 
clothing, allow plenty of fresh air. 

d. Heat Exhaustion.— When in this state, a person is pale and 
in a cold sweat, and needs stimulation if possible, because it is 
a condition of weakened energy. If nothing is obtainable give 
l)atient rest witli loosened clothing. 

e. Heat, Stroke. — This is just opposite from heat exhaustion 
and is an indication of over stimulation, so under no circum- 



266 The Training of Supply Train Troops 

stances give stimulants for this. The indications of this condi- 
tion are flushed, dry, hot skin. The coldest water possible 
douched all over the body to take up its heat is the best thing 
for it. Be sure patient has plenty of fresh air, is removed to 
cool place, and have clothing removed from neck and upper part 
of body. Sometimes there is no water obtainable along the road, 
and the water from a comrade's canteen must be used ; in this case 
use it sparingly and sprinkle the water evenly all over. 

f. Fits. — Lay patient on his back with the head slightly raised. 
Loosen the clothing about the neck and chest and prevent him 
from biting his tongue by placing the handle of a tooth brush, or ; 
stick, or a cork, or similar article, as a gag, between his teeth. 
Employ sufficient restraint only to prevent him injuring himself; 
don't try to hold him down on the floor or make him sit up, he 
will come to no harm on tlie floor and you cannot stop the fit. 
Ammonia on a handkerchief held under the nose to smell will 
assist reviving consciousness. Do not give stimulants. He will 
come to in time. Put him in the hospital at once if possible. 

2. Signs of death. — (a) Respiration ceased: May be tested by 
applying mirror to lips or feather to mouth, or by the movement 
or otherwise of a glass of water on abdomen. 

(b) Circulation ceased : No pulse at wrist, heartbeat not felt 
or heard. 

(c) Face : Fixed sculptural expression. 

(d) Condition of eyes: Loss of transparency and of elasticity 
of eyeball. 

(e) Pallor of skin: Doughy, inelastic feel. 

(f) Discoloration of skin on dependent parts after a time. 

(g) Muscles are flabby immediately after death but rigid 
afterwards (rigor mortis). 

(h) Decomposition setting in is an absolute sign of death. 
Green color of the abdomen is the first indication. 
Interval of time after death : 

(a) If body is rigid, death probably has occurred longer than 
3 hours. 

(b) If there are discolored patches on dependent parts, longer 
than 8 hours. 

(c) If putrefaction has set in, longer than 12 hours. 

(d) If rigidity has passed off, longer than 16 hours. 

3. Choking. — The common practice of slapping the back often 
helps the act of coughing to dislodge foreign bodies in the wind- 
pipe. If this does not succeed, have the patient lie over a 
chair with his head down low or hold him as in the first step to 
revive a drowning person and have him cough. When in either 
of these positions have some one slap him on the back so as to 
induce coughing. 



The Training of Supply Train Troops 267 

The above failing, give him a large amount of warm water 
with a little salt, mustard or baking soda in it, and then have 
him put his finger in his throat so as to induce vomiting which 
will often bring up the obstruction. 

In children, and even in adults, the expulsion of the body may 
be facilitated by lifting a patient up by the heels and slapping 
his back in this position. 

If none of the methods above named are successful, summon 
a physician, taking care to send him information as to the char- 
acter of the accident, so that he may bring with him the instru- 
ments needed for removing the obstruction. 

4. Treatment of Gassed Cases. — A man may be slightly gassed 
and apparently in no danger, but later turn out to be seriously 
affected. The first aid treatment should therefore be resorted 
to in all cases. 

Rest is the most important point of all in the treatment of 
gassed cases ; any exertion brought about by work or by shout- 
ing orders makes a man breathe the gas deeper into his lungs. 
The first thing to do, then, is to let a man lie down; if in a 
trench and there is not time to put him in a dugout, roll him 
over tlie back of the parados, or at least put him on the firing 
step. In laying him down lay him on his side so that the 
valve of his mask may function properly. 

The patient should be kept warm, especially at first, and be 
allowed the fullest possible amount of fresh air. Every im- 
pediment to tlie easiest breathing should be removed. Belts, sus- 
penders, the blouse, etc., should be loosened. The clothing should 
be removed in the first dressing station where new wraps can be 
procured. Patients should be carried to the dressing station, and 
not allowed to walk there. 

Ammonia is not desirable for use and in many cases will only 
aggravate the effects of the gas. Drugs are not desirable either; 
at first a great deal of morphine was used in gassed cases, but 
its use is now prohibited because of the drug habituates made 
as a result of its administration for this purpose. The steam of 
stimulants is now used, and blood letting is also in vogue. 

outline 
1. Unconsciousness. 

a. Unconsciousness from concussion or stunning. 

b. Unconsciousness from shock from accident or loss of 
blood. 

c. Fainting. 

d. Heat exhaustion. 

e. Heat stroke. 

f. Fits. 



268 The Training of Supply Train Troops 

2. Signs of death. 

a. Signs merely to indicate death. 

b. Signs indicating interval since death. 

3. Choking. 

4. Treatment of gassed cases. 

a. Rest. 

b. Warmth, fresh air, and easy breathing. 

c. Treatment in dressing station. 

LESSON V 

Frost Bite. Foot Troubles. Blisters. Bruises and Sprains. 

1. Frost bite and numbness occurs most frequently when there 
is lack of food and sleep, when a man has been continually wear- 
ing wet socks, shoes, leggins, mittens, etc. Frozen feet are 
brought about much more rapidly when the circulation of the 
blood in the feet and legs is interfered with by the wearing of 
tight shoes, tight leggins, or the wearing of anything causing con- 
striction of the lower limbs. 

Frost bite may be prevented by movement, for the circulation 
is then increased. Therefore a man, even on sentry duty, should 
keep moving about and not stand still. 

To prevent it, ailso, the following measures should be taken: 
feet and legs to be washed and dried before going out 
on duty : all those parts which are most susceptible to frost bite 
(fingers, toes, ears and nose— because blood is slowest in those 
places) should be well rubbed with whale oil or anti-frost bite 
grease, which should not be merely applied, but be thoroughly 
rubbed in until the skin is dry, to be of value ; when feet rubbed, 
a pair of dry socks to be put on them ; hot food to be provided as 
much as possible; after getting wet, feet to be dried as soon as 
possible and dry socks put on. Each man should carry an extra 
pair of dry socks with him. Drinking alcohol gives temporary 
warmth but its after effects are to lower the temperature of the 
body. 

The first symptoms of frost bite are generally cold in the 
part, then pain, then loss of sensation. Its appearance is a marble 
whiteness on the skin. 

If any of these symptoms are present, it is bad to warm the 
part before a fire, instead rub it briskly with snow, or a dry 
glove, or a cloth steeped in ice cold water and wrung dry. If it 
has been frozen m.ore than fifteen minutes, rub very gently with 
snow, cold water, or coal oil (kerosene), lest the flesh be broken. 

Returning pinkness is a sign of thawing; if the symptoms con- 
tinue, the part will become swollen and change color, which means 
gangrene. In that case if possible a surgeon should be seen 
at once, if not, treat as a burn. When thawed out, dry well and 
smear with grease. 



The Training of Supply Train Troops 269 

2. Freezing. — If a comrade falls down unconscious from the 
cold, he must not have warm wraps put over him or be kept near 
the fire ; on the contrary he should be taken into a cold room 
without draughts, and surgeon should be searched for. While 
waiting, loosen clothing and rub arms and legs toward the heart 
with a cloth soaked in cold water or snow and wrung dry, using 
pressure, and artificial respiration should be performed in all 
cases. 

When consciousness has returned give him hot drinks, cover 
him up in warm clothes and let him remain quiet. Put him in the 
hospital if possible. 

When freezing to death a man feels overcome with sleepiness 
and stupor. Take a switch or stick and beat him unmercifully, 
for falling asleep means death. 

3. Sore feet.— New or ill fitting shoes are liable to cause 
blisters, and these, if not attended to may easily become poisoned. 
Even with perfect fitting shoes, dirty socks or dirty feet may 
easily cause soreness. The feet should therefore be washed fre- 
quently and socks washed whenever they can be dried, and kept 
well darned. Socks which are too large or too small or form 
folds inside the shoes are also liable to make the feet sore. 

4. Boils. — They are very painful, and a great nuisance when on 
active service. To avoid them, (a) Never neglect an opportunity 
of a good wash all over with soap and water, especially if you 
can get hot water (b) Keep the bowels well open every day, 
and do not mind asking the Medical Officer for a pill if you 
miss a day or feel you need one. (c) Do not eat too much meat. 
Eat vegetables and fruit whenever yon can get them. 

5. Bruises. — The best treatment for a bruise is heat. 

A hot brick or a bottle of hot water wrapped in cloth, towels 
wrung out of hot water, or even an electric light bulb, will give 
much relief. 

However, always remember this: Never put the hot object on 
the bare skin— always wrap the source of heat in a thick cloth 
to hold the heat in and at the same time protect the skin. If 
not practicable to do this wrap the source of heat, then spread 
a towel over the skin before applying the hot object. 

If you use an electric bulb, watch it closely, as it will char 
and possibly set things on fire. 

The above treatment is also excellent for lumbago, stiff neck, 
and stiff muscles. 

A tub bath as hot as you can stand it is fine for refreshing 
tired, stiff muscles. It is also good for lumbago. 

6. Blisters.— The cause of blisters should be inquired into with 
a view to preventing further injury. Blisters may be pricked 
with a needle sterilized bv being held in the flame of a match 
for a few seconds, or left in boiling water for some minutes. 
When the fluid has escaped, the blisters should be dusted over 



270 The Training of Supply Train Troops 

with absorbent powder, such as boric powder or oxide of zinc- 
preferably the latter. To protect the bHstered part in subsequent' 
marching, a dressing of antiseptic cotton wool, kept in position, 
with adhesive plaster, may be used. In this case care must be- 
taken at the end of the march to remove the dressing and if, 
necessary, continue treatment. Blistered feet must be kept scrup- 
ulously clean. 

7. Sprains. — The regular medical treatment is to plunge ni 
sprained ankle, wrist or finger, into water as hot as can be bornei 
at the start, and to raise the heat gradually thereafter to thel 
limit of endurance. Continue for half an hour, then put the! 
joint in a hot wet bandage, reheat from time to time, and sup- 
port the limb in an elevated position — the leg on a chair or? 
stool: the arm carried in a sling. In a day or two begin gentlyj 
moving and kneading the joint, and rub with liniment, oil or' 
vaseline. 

As a soothing application for sprains, bruises, etc., the virtues 
of witch hazel are well known. 



1. Frost bite. 

a. Conditions and causes. 

b. Prevention. 

c. Symptoms. 

d. Treatment at first. 

e. Treatment after thawing. 

2. Complete freezing. 

3. Sore feet. 

4. Blisters. 

5. Bruises. 

6. Boils 

7. Sprains. 

LESSON VI 
Bites, Poisons, Infectious Diseases, Bowel Complaints 

1. Snake or dog bite. — Either requires immediate and heroic 
treatment. LOSE NO TIME. 

a. Prevent the poison from traveling toward the heart and" 
brain by putting on at once a tourniquet between the wound and. 
the heart. 

b. Suck the wound and be sure to spit out the poison and rinse 
the mouth afterward. It is safe, if you have no cuts or sores 
on the lips or in the mouth. 

c. Enlarge the wound with a knife (in the direction of the 
bone, not across) to make it bleed more freely, and again suck 
the wound. 



The Training of Supply Train Troops 271 

d. Apply to the wound any strong acid or caustic, such as car- 
bolic acid, lime, wood ashes or tincture of iodine, or burn it with 
a hot iron. Telegraph wire will do. 

e. Wash out the wound with hot water and pack with equal 
parts of baking soda and salt, and apply a bandage. 

f. Then, in the case of a snake bite, loosen the tourniquet little 
by little, taking about half an hour, so as to permit any poison 
that may remain in the wound to be gradually absorbed by the 
blood. In the case of a dog bite, the tourniquet is loosened at 
once. 

After the tourniquet has been removed, the patient must rest 
quietly for several hours. If he feels faint, he may have a stim- 
ulant — alcohol, coffee or tea — but do not give the stimulant be- 
fore the poison has been removed from the wound, because stim- 
ulants increase the heart beats and thereby hurry the poison into 
the blood. 

If the dog is not mad (rabid), the wound does not need treat- 
ment different from any other kind of a wound. 

When bitten by a snake, kill it, if possible, and have it shown 
to a doctor for examination. 

2. Poisoning. — (a) Corrosive: Causes — such acids as vitriol 
cresol, carbolic acid ; or alkalies, as caustic soda, strong ammonia. 

Symptoms — great pain, immediately after poison has been 
swallowed in mouth and throat, which look as if scalded. Lips 
stained and blistered. Shock, difficulty of breathing, and breath 
smells sour. 

Treatment — do not give emetics. Give, for acids, whitening, 
chalk, wall plaster, or washing soda, mixed with water ; for 
alkalis, weak vinegar or lime juice. Milk and raw eggs good in 
either case. 

If it is known patient has taken carbolic acid, pure alcohol, or 
gin or whiskey in large quantities is very desirable and will 
neutralize the acid. 

In the case of bichloride of mercury, give the patient the whites 
of four or five eggs or some milk into which raw flour or corn 
starch has been stirred, and give one-half glass of weak lime 
water. 

(b) Irritant: Cause — decomposed food (ptomaine), arsenic, 
mercury, phosphorus. 

Symptoms — inflammation and pain in stomach, vomiting, etc. 
Treatment — emetics, (a tablespoonful of mustard or salt, in 
tumbler of water), warm water to wash out; then milk and eggs. 

(c) Systemic: Cause — opium, narcotics, strychnine, prussic 
acid. 

Symptoms — action on nerves and brain, heart failure, drowsi- 
ness, difficulty in breathing. 
Treatment — emetics, (a tablespoonful of mustard or salt, in 



272 The Training of Supply Train Troops 

tumbler of water), then stimulants (hot coffee, weak alcohol). 
If narcotics suspected, walk patient about. 

3. Stings.— Stings of bees, jelly fish, and other stinging animals 
are treated with a very weak solution of ammonia in water 
applied as a lotion. Or apply a very weak solution of carbolic 
acid in water, a strong solution of baking powder, a slice of 
crushed raw onion, a moist quid of tobacco, witch hazel, listerine, 
or a paste of clay. 

Before applying any of these remedies, extract the sting, if 
left in the wound. Also, work out as much of the poison as 
possible by massaging and sucking the wound. 

In the case of spider bite, apply a cloth dampened with alcohol 
or weak ammonia and water. 

4. Infectious Diseases. — Isolate the patient, segregate the people 
who have been in contact with him. Do not forget to make 
arrangements about their food and water. Before disinfection is 
carried out, and in order to prevent the clothes, etc., being taken 
away, placing a seal on the door is a very useful practice. All 
useless and dirty kit should be burned. 

5. Diarrhoea. — Apply warm bandages to the belly. Some 
woodsmen recommend the following: Fire brown a little flour 
to which two teaspoonfuls of vinegar and one teaspoonful of 
salt are added ; mix and drink. They claim this is a sure cure nine 
cases out of ten, A tablespoonful of warm vinegar and a 
teaspoonful of salt will cure most severe cases. Also, hot ginger 
ale or hot water containing a teaspoonful of witch hazel is good. 
Repeat any of the above drinks about every hour. 

Take a purgative, which will usually expel the offending cause, 
generally too much undigested food. 

6. Headache. — Among troops headache is usually due to in- 
testinal indigestion, combined with a congestion of the stomach. 
Take a tablespoonful of Worcestershire sauce or 5 drops of 
tabasco sauce in a tumbler of hot water as a drink and put a 
small piece of soap up into the bowel to cause a movement. 

Aspirin tablets and other preparations are effective in dispelling 
headaches. 

OUTLINE 

1. Snake or dog bite. 

a. Application of tourniquet. 

b. Drawing out poison. 

c. Cauterization. 

d. Loosening of tourniquet. 

e. Subsequent treatment. 

2. Poisoning. 

a. Corrosive. 

b. Irritant. 

c. Systemic. 



The Training of Supply Train Troops 273 



3. Stings. 

4. Infectious Diseases. 

5. Diarrhoea. . 

6. Headaches. 

LESSON VII 

Miscellaneous Ailments, General Suggestions 

1. Earache. — Put a teaspoonful of salt into a quart of water 
and add 6 teaspoonfuls of tea. Boil it. As soon as it is cool 
enough to stand the finger, drip some into the nostrils until it 
falls into the throat. Clear out the nose and throat by sniffing — 
do not blow the nose — and then gargle with the rest of the 
remedy as hot as can be taken, holding each mouthful well back in 
the throat. This will often open up the tubes running from the 
ears to the throat, and relieve the pressure against the ear drum. 
In addition, a little hot oil may be dropped into the ear. Repeat 
the treatment in one-half an hour if not successful first time. 

2. Ear, foreign body in. — Lay the head over, with the affected 
ear up, and pour in some warm oil or soap suds. This will float 
the thing up, unless it be a vegetable such as a grain of corn or a 
bean. Turning the affected ear down and then jumping, jerking 
the head, or pounding it gently, may dislodge it. 

A little peroxide of hydrogen poured into the ear will often 
dislodge the substance, especially if it be wax. 

In case of an insect, a bright light held near the ear will often 
cause it to leave the ear to go to the light. 

3. Eye, foreign body in. — Close the eye for a few moments 
and allow the tears to fill the eye; upon opening it, the body may 
be washed out by them. Never rub the eye. The foreign body 
can often be removed by keeping the eye open with one hand 
and splashing water into it with the other, or by dipping the 
eye into clean water while holding the eyelid open with the 
hand. 

If the body lies under the lower lid, make the patient look up, 
and at the same time press down upon the lid ; the inner surface 
of the lid will be exposed, and the foreign body may be brushed 
of¥ with the corner of a handkerchief. 

If the body lies under lid, (1) grasp the lashes of the upper 
lid and pull it down over the lower, which should at the same 
time, with the other hand, be pushed up under the upper. Upon 
repeating this two or three times, the foreign body will often 
be brushed out on the lower lid. (2) If this fails, the upper 
lid should be turned up ; make the patient shut his eye and look 
down; then with a pencil or some similar article press gently 
upon the lid at about the middle, and grasping the lashes with the 
other hand, turn the lid up over the pencil, v^^hen its inner surface 
will be seen, and the foreign body may readily be brushed off. 



274 The Training of Supply Train Troops 

If the body is firmly stuck in the surface of the eye, a careful 
attempt may be made to lift it out with the point of a needle. 
If not at once successful, do not try again, as you may injure 
the sight. 

Lime, plaster or whitewash in the eye should be washed out 
with a very weak mixture of vinegar and water. Acids in the 
eye may be washed with baking soda in water. Olive oil will also 
afford relief. 

After the removal of a foreign body from the eye, a sensation 
as if of its presence often remains. People not infrequently com- 
plain of a foreign body when it has already been removed by 
natural means. Sometimes the body has excited a little irrita- 
tion, which feels like a foreign body. If this sensation remains 
over night, the eye needs attention, and a surgeon should be con- 
sulted ; for, it should have passed away, if no irritating body 
is present. 

After the removal of an irritating foreign body from the eye, 
salt water should be poured into it, then butter, lard or olive oil, 
may be used for a salve. 

4. Nose, foreign body in. — If it cannot be sneezed out, lean the 
head back and pour a little oil into the nostril. Then sniff and 
blow the nose alternately. If this is not successful, take a lead 
pencil and try to push the object straight back into the throat. 
This must be done very gently. 

5. Snow or sun blindness. — Smear the nose and face about the 
eyes with charcoal, and wear a cloth over the face with small 
holes for the eyes. 

6. Body-Lice.— Body-lice are often a great nuisance on active 
service, and are liable to become of serious importance at any 
time, because it is believed that, in certain outbreaks of serious 
illness, it is lice that convey the disease from one individual to 
another. The body-lice live in the underclothing, especially in 
the neighborhood of the seams, and lay their eggs there. Body- 
lice are but rarely seen on the skin. It follows, therefore, that 
if a person troubled with these creatures takes a bath and puts on 
clean clothes he will be quite free from them. To free the 
underclothing, it should be boiled, or if this is impossible, ironed 
all over both sides with a hot flatiron. It is said that wearing 
a bag of powdered sulphur next the skin is a useful preventative 
of lice. 

7. Chiggers.— Apply kerosene oil. Bacon is also excellent, and 
so is butter or lard with salt. 

8. General suggestions for an ever-ready packet. — It is sug- 
gested that you take with you in your pack or pocket the follow- 
ing articles, which will not materially add to the weight of your 
equipment, and may prove of value to you. 

(1) Several clean handkerchiefs. These are very useful for 
bandaging a wound or fixing on splints. 



The Training of Supply Train Troops 275 

(2) A dozen large safety-pins are of use in making slings or 
fixing together torn clothing. 

(3) Some pieces of stout string. 

(4) A small roll of one-inch rubher adhesive plaster. Put a 
piece of this round a cut or scratched finger at once, before the 
dirt gets in. The plaster is also very useful for mending holes 
in ground sheets and mackintoshes. 

(5) A box of rhubarb pills for constipation. 

(6) A small bottle of five-grain tablets of aspirin, or, to give 
it its full name, aceto-salicylic acid. Take two every three or 
four hours to relieve headache, toothache, or the pain of any 
slight injury. They are quite harmless unless taken more often 
than here advised. 

(7) A small tin of equal parts of powdered boric acid and 
starch is useful for the feet and for soreness in the crutch. 

Moss, "Manual of Military Training," Part V., Chapters I and 
II, are most valuable on Care of the Health and Personal 
Hygiene. 

LESSON VIII 
On Moving Injured Persons 

1. One soldier can assist in the removal of another who has 
been injured in the following ways. 

(a) The Human Crutch. — Get the injured person to stand up. 
Then stand beside him and put your arm nearest to him around 
his waist. Tell him to put his arm around 3'our neck and hold 
it with your other hand. You can then help him to walk and 
support him if he is faint. The method is suitable for any 
injury of the arm or foot, but not for a broken leg. Stand on 
the same side as the injured foot, but on the opposite side to 
an injured arm. 

Should the injured man become too weak to walk, remove your 
arm from around his waist and move in front of him, keeping his 
arm over your shoulder and holding it in this position. Now 
bend your knees a little and as you rise bend forward, and thus 
get the injured man on your back like a sack of flour. The arm 
that went round his waist can now be brought behind him to 
steady him. in this way an injured person can be carried quite 
well for a short distance. 

(b) In the Arms. — When the patient is not very heavy he can 
be carried like a baby, one of your arms under his knees, the other 
around his waist, and one of his arms around your neck. But 
where the injured man is unable to stand it is almost impossible 
to raise him from the ground to carry him in this way without 
help from some one else. 

(c) Pick-a-Back. — Kneel down while he gets on your back, and 
tell him to hold on by your tunic and not to put his arms around 



276 The Training of Supply Train Troops 

your neck to choke you. As he has to hold on himself, one arm 
at least must be uninjured. 

(d) The Fireman's Lift is especially useful for carrying an un- 
conscious patient or where the ground is rough and difficult. Roll 
the man on to his face and put his arms to his sides. Kneel at 
his head, pass your hands beneath his armpits and pull him up- 
wards towards you. Move your hands down him till they are at 
the level of his waist, and locking them together behind him rise 
to a standing position. Suddenly drop down on to your left 
knee, while seizing his left wrist with your right hand, so that 
his body falls across your left shoulder. Put your left hand 
round both thighs and seize hold of his left hand. Rise to the 
standing position and adjust his weight on your left shoulder. 
This is by far the best method of carrying a heavy unconscious 
patient. Over rough ground it is very useful to have the right 
hand free. 

(e) By pulling along on the ground. — Though never desirable, 
it is sometimes necessary (if you can get no help) to pull an in- 
jured man along the ground to get him to cover. First remove 
obstructions and then pull him head first by holding on to his 
tunic. Or pass a puttee behind his back and under each armpit, 
and pull him along by this ; or even tie both ends to your belt 
and pull him in this way as you crawl along. If a leg or thigh 
is broken, first apply a splint ; or, if not obtainable, tie both legs 
and thighs together. ' 

2. Where there are TWO people to assist in removing an in- 
jured man. 

(a) A Temporary Trench Stretcher can be made of a tunic 
and two rifles. Turn the sleeves of your tunic inside out as you 
take it off and button it up. Pass an unloaded rifle down each 
arm-hole. The injured man sits in the tunic with his back resting 
against that of the first bearer. The whole thing is made much 
safer by putting a couple of belts round the tunic and rifles, 
buckles underneath. The method is suitable for most injuries 
where patient is conscious and able to sit up. It can be used for 
a broken leg, but not for a broken thigh. 

(b) The Fore-and-aft Carry. — The injured man sits on the 
ground with his legs a little separated from one another. One 
bearer stands behind him, and bending down passes his arrns 
round the wounded man's chest below the armpits and locks his 
fingers in front. The other bearer stands between the patient's 
knees, and bending down catches hold of them. Both then rise 
together. The method is suitable for many not very severe 
injuries. Patients can be very quickly picked up and carried to 
cover by it, but as the rear bearer is doing most of the work 
it is very tiring for him. 

(c) The Two-Hand Seat.— The patient sits on the ground 
with the knees bent up. The bearers stand facing one another 
on each side of him, and each passes a hand beneath his buttocks, 



The Training of Supply Train Troops 277 

hooking their fingers together beneath him. A back is made 
by one hand on the opposite shoulder and the other on the oppo- 
site hip. If the patient can use his arms he passes them round 
the bearers' necks. This is a great assistance to the bearers, 
ahhough it is not absolutely necessary, as a back is provided by 
the bearers' arms. The method is only suitable for short 
distances. 

(d) The Four-Hand-Seat. — As there is no back provided in 
this method the wounded man must have at least one arm free 
to put round a bearer's neck and hold on by. Each bearer 
seizes his left wrist with his right hand as they face one an- 
other; the hands are joined and form a square. On this the 
patient sits. Or if he is unable to rise from the ground he 
raises himself a little by his hands, while the bearers' hands, 
after being joined above him for practice, are locked beneath 
him. This method is much less tiring for the hands than the 
two-hand seat. But since the bearers have to take side steps, 
they are in both methods compelled to travel slowly. 

(e) The Riile Seat. — The bearers stand side by side facing 
the same direction. They each take hold of opposite ends of an 
unloaded rifle, which they hold in front of them by both hands. 
On the middle of this is placed a folded tunic if time permits, 
and on this the patient sits with his arms around the necks of 
the bearers. As the bearers are facing the direction in which 
they are advancing they can walk easily, or even run. 

(f) The Human Stretcher. — The bearers stand one on each 
side of the wounded man facing him. Each half closes his left 
hand, and passing it beneath the upper part of the thighs of 
the wounded man they lock their fingers together. The right 
hands support the shoulders and legs respectively. A patient 
can be carried a short distance by this method. It is the most 
convenient method of loading a stretcher where there are only 
two bearers. 

3. With more than two helpers it is much easier to move a 
wounded man. 

(a) By means of the Clothing. — Three bearers kneel on each 
side of the patient. His tunic is unbuttoned and rolled up on 
each side. One bearer on each side takes hold of the rolled up 
tunic at the level of the shoulders and places the other hand 
beneath the head. The middle bearer on each side catches hold 
of the rolled up tunic at the level of the waist, and with the 
other hand takes a good grip of the trousers at the side of the 
buttocks. The last two bearers support the thighs and legs 
by locking their fingers beneath them. When every one is 
ready all rise together slowly and move off by taking short side 
steps. A very severely wounded man can be raised in this way 
a few inches and a stretcher passed beneath him. Where the 
spine is injured two extra bearers gently pull on the head and 
feet to keep the spine straight while the patient is being raised 



278 The Training of Supply Train Troops 

for the stretcher or shutter to be pushed beneath him. With 
shght modifications this method can also be used when fouj 
bearers onh' are available. 

(b) The Blanket Stretcher. — A verj' useful stretcher can b«'* 
made from a blanket, rug, or mackintosh ground sheet and tw( 
rifles or poles. The blanket is first placed beneath the patient 
If he is severely injured this is best done by rolling up tht 
blanket from one end and then placing it beneath the head a; 
a pillow and gradually unrolling it from above, gently raising 
the patient a Httle bit at a time as the blanket is unrolled beneatl 
him. A rifle is then placed on the edge of the blanket on eac! 
side of the wounded man and rolled up in the blanket until eacl 
rifle (covered by blanket) touches the patient. Two bearer; 
take up their places on each side of the patient and lift him b> 
means of the blanket-covered rifles while two others raise hij 
legs. The bearers pull against one another to keep the blankets 
tense and move off b}- short side steps, crossing their feet a? 
they walk. Or the patient lying on a mackintosh sheet can b( 
readily carried by bringing together the two sides of the sheel 
and lashing them to a long pole by ropes passed through the 
eyelet holes. 

OUTLINE 

1. One-man methods. 

a. The Human Crutch. 

b. In the arms. 

c. Pick a-back. 

d. The Fireman's lift. 

2. Two-man methods. 

a. Temporary Trench Stretcher. 

b. The fore-and-aft carr3'. 

c. The two hand seat. 

d. The four hand seat. 

e. The rifle seat. 

f. The human stretcher. 

3. Methods with more than two helpers. 

a. By use of the clothing. 

b. The blanket stretcher. 

Part 9 

ANTI-GAS INSTRUCTION 

In the present war instruction in gas defence is an essential 
feature of the training of every man, as the first step in giving 
this instruction to the Supply Train, a Train Gas Officer should 
be designated. In this cantonment a special training was given 



The Training of Supply Train Troops 279 

to such officers for a period of about two weeks, after which time 
he gave two hours per week of gas defense drill and instruction 
to each company according to the following schedule, taking 
up two sections per week. 

OFFICE OF DIVISION SCHOOL 

Schedule for Training of Enlisted Men. 

(For guidance of battalion anti-gas officers.) 

Seven weeks training. Two separate hours per week. 

1. Introduction. Methods of attack. Effects of Gas. 

Seriousness of this form of warfare. 

2. (Issue of respirators, roughly according to size.) 
Protection. S. B. R. Description. Method of working. 

Inspection. 
?>. Inspection of S. B. R. 

Visit to Lachrymatory. Chamber for fitting. 

, 4. Drills. 

I Breathing. 

I Necessity for holding breath. 

Exercises in holding breath. 

I 

Respirators. 

Adjustment by numbers. 
Clearing masks. 
Smelling of gas. 
Removal of masks. 

5. Drills. (Continued.) 

Exercises in holding breath. 
Adjustment by numbers and without. 
Cleaning eyepieces. 
Speed drills. 

6. Drills. (Continued.) 

Exercises in holding breath. 

Speed drill and tests. 

■Giving and passing on orders. 

March and shoot double time march in respirators. 

7. Drills. (Continued.) 

Exercises in holding breath ]/2 hour. 

Speed in adjustment. 
Lecture. Gas alert. (Wind Dangerous.) Measures taken. 
1/2 hour. 



280 The Training of Supply Train Troops 

8. Lecture. Gas shells. Giving alarms, etc. 

9. Drill for gas shells. 

Holding breath. 

Adjustment from slung position. 

Gas shell demonstration. 

10. Drill. Revision of Inspection. 
Standard tests. 

6 seconds. 

7 seconds. 
Bombing, physical drill, bayonet work, etc., in S. B. R's. 

11. Lecture. 

Duties of Company Gas N. C. O. in trench. 
First Aid. 45 min. 
Protected dugouts. 
Practical. — Revision of drill. 15 min. 

12. Practical. — Clearing trenches and dugouts. 

Use of fans and fires. 

13. Visit to chlorine chamber at gas school for; 

a. Examination in standard tests. 

b. Passing through chlorine. 

14. Gas cloud and gas shell demonstration at gas school. 

Instruction for carrying into effect items Nos. 3, 13 and 
14, will be announced later. 1 

In the meantime other officers and sergeants were given from 
week to week a six-day course in gas defence by the Division 
Gas Officer, as prescribed by War Department Document No. 
686, "Programme of Training in Gas Defence for Divisional 
Anti-Gas Schools." 

Part 10 

MISCELLANEOUS INSTRUCTION 

Map-reading. — Truckmasters and assistant truckmasters at 
least, and it would be well that all chauffeurs, should be able 
to read military maps, using Chapter IX, "Manual for Non- 
commissioned Officers and Privates," as a basis of instruc- 
tion. The men should also be taught how to locate the 
points of the compass by natural and artificial means. 

Messages. — Men of the grade of corporal and above should 
know how to write a field message, and every man in the 
company should know how to transmit messages. The fol- 
lowing may be used as a basis for this instruction: "Manual 



The Training of Supply Train Troops 281 

for Non-Commissioned Officers and Privates," Chapter XI; 
Moss, "Manual of Military Training," Paragraph's 1530, 979, 
980, 981; War Department Document No. 631, "Musketry," 
Chapter X. 

Individual Cooking. — "Field Service Pocket Book," Para- 
graphs 511-519 comprehensively covers this subject. Have 
the clerk typewrite a few copies of this chapter for the men 
to study by sections, and take the company outdoors on two 
or three different days to cook their noon meal over squad 
fires, following out the recipes given. 

French. — If the company commander is familiar with French, 
or some member of the company, a period of instruction in French 
words and phrases, one hour per day, would be of help to the 
men for their early days on French soil. It is not believed that an 
intricate study of French grammar would be of any great value. 

A bad weather schedule should be outlined so that in case 
out-door work cannot be carried on the company commander 
will not have to decide on some hit-or-miss way to keep the 
men occupied. 

Part 11 

TECHNICAL INSTRUCTION ON GAS ENGINES AND 
MOTOR VEHICLES 

Both theoretical and practical instruction should be given. A 
comprehensive course in the former should be inaugurated when 
the company commander has been able to pick out his man who 
is the best combination of expert mechanic and instructor. If 
a motor can be obtained from which to illustrate this work, so 
much the better. Charts at least can be obtained from nearby 
automobile agencies. From time to time written tests should be 
given, which will be both a means of determining the degree of 
the men's attention to the work, and securing their attention. 

If officers have been assigned to the Supply Train for their 
executive rather than their mechanical ability, it is desirable to 
get an expert to give them a course of technical lectures also. 

Every effort should be made to have the men get practical 
work on motor vehicles : if their experience has been small, it 
will give them needed experience; if they have had a great deal it 
will enable the company commander who watches them to de- 
termine their relative proficiency. The establishment of a repair 
shop for work on other vehicles in the cantonment gives an op- 
portunity to carry out, as different men can be detailed at it 
for a week or so at a time, till all have had the opportunity. 

Part 12 

SPECIAL INSTRUCTION FOR NON-COMMISSIONED 
OFFICERS 

No time should be lost in getting to know the men of the 
company; it is desirable to pick the right truckmasters and also 



282 The Training of Supply Train Troops 

desirable to get them as early as possible, and get the organiza- 
tion going as a motor truck company, whether the company has 
its trucks or is dismounted. In a very few days squad leaders 
can be picked, and nine times out of ten, it is safe to say that 
the capacity a man shows for running a squad indicates that he 
can be trusted with at least a permanent corporalcy, a corporal 
being a chauffeur. As soon as acting sergeants are selected it 
should be looked after that they are given instructions to fit 
their tasks, particularly the first sergeant (truckmaster), com- 
pany clerk, and mess sergeant. An hour a day should be devoted 
, to non-commissioned officers' conferences, at first the matters to 
be taken up would include largely special training for their parts 
in early drills. As time goes on, these conferences should bear 
more particularly on Supply Train work ; they should be posted 
thoroughly in the organization and operation of the Supply Train, 
and the material in this book may be used as a basis for this 
instruction. 

They should know to what equipment the company is entitled 
(chapter V), and should be acquainted with all the blank forms 
which a company uses, so that none may be at a loss at any 
time in filling them out. The men to attend these conferences 
should include not only acting sergeants but others who are 
capable of taking their places at any time. 

Part 13 

A SAMPLE WEEKLY SCHEDULE 

A.M. P.M. 

7.30 8.45 9.15 9.45 10.15 10.45 12.00 1.00 2.00 3.00 4.00 7.00 
Hours to to to to to to to to to to to to 
8-25 915 945 1015 10.45 11.45 1.00 2.00 3.00 4.00 4.30 8.00 



Mon. 


A 


B 


C 


D&I 


E 


F 


G 


H 


L 


I 


M 


N 


Tues. 


A 


B 


C 


D&I 


E 


F 


G 


J 


L 


K 


M 


N 


Wed. 


A 


B 


C 


D&I 


E 


F 


G 


H 


L 


I 


M 


N 


Thurs. 


A 


B 


C 


D&I 


E 


F 


G 


J 


L 


K 


M 


N 


Fri. 


A 


B 


C 


D&I 


E 


F 


G 


H 


L 


I 


M 


N 



Sat- Competitive Drill & Inspection 8-30 a.m. Fire Drill 10.00 a.m. 

A. Close Order Drill and Manual of Arms. 

B. Physical Drill. 

C. Saluting and Military Courtesies, Description of Amer- 

ican Flag, Insignia Tests. 

D. Extended Order Drill. 

E- Preliminary Training for Target Practice, Care, Descrip- 
tion and Cleaning of Rifle. 

F. Close Order Drill. 

G. Individual Cooking (at discretion of company com- 

manders). 



The Tkaining of Supply Train Troops 283 

H. First Aid Instruction. 
I. Instruction in Packs and Ordnance Equipment. 

J. Signalling; Wigwag, Semaphore, Arm and Whistle Sig- 
nals, including Truck Signals. 

K. Army Regulation and Organization of a Motor Truck 
Company. (Lecture series) 

L. Theoretical Instruction in Gas Engines- 

M- Study. 

N. School for Truckmasters and Assistant Triuckmasters. 
Non-commissioned Officers' School. Infantry Drill Reg- 
ulations, Map Reading, Transmission of Messages, Writ- 
ing Field Messages, Locating Points of Compass. 

NOTES 

1. Lieut. Taylor will instruct Guard Company daily in Guard 
Duty, Ceremonies and Courtesies. 

2. Lieut. Thorpe will have a company morning and after- 
noon, as per his schedule for Gas Instruction. 

3- Mess Sergeants and Cooks' School 2 to 3 p. m- daily in 
Company B barracks. 

4. The Guard company will furnish all details aside from 
those to Lieut- Moody. 

5. Bad Weather Schedule as outlined. 

6. Organization and Supervision of special work by officers 
as per schtdule. 

7. Companies will report to Lieut. Moody for day of Prac- 
tical work on Motors at 7.30 a- m. as follows : 

OLD SHOP 

Monday, 

Tuesday, 

Wednesday, 

Thursday, 

Friday, 

Saturday, 

NEW SHOP 

Monday, 

Tuesday, 

Wednesday, 

Thursday, 

Friday, 

Saturday, 



Company 


(E) 


Company 


(B) 


Company 


(A) 


Company 


(D) 


Company 


(C) 


Company 


(F) 


Company 


(F) 


Company 


(A) 


Company 


(B) 


Company 


(C) 


Company 


(D) 


Company 


(E) 



284 The Training of Supply Train Troops 

8. Companies will report for Lecture on Gas Engines at Com- 
pany (A) barracks from 2 to 3 p- m., as follows: 

Monday, Companies (A) and (B) 

Wednesday, Companies (C) and (D) 

Friday, Companies (E) and (F) 

9. Lecture on Gas Engines for Officers only at Company (A) 
barracks from 2 to 3 p. m., Tuesday and Thursday. 

Part 14 

WAR DEPARTMENT PLANS FOR SPECIAL INSTRUC- 
TION OF SUPPLY TRAIN PERSONNEL 

At the beginning the programme for instruction of Supply 
Train Personnel was as is indicated by the following extract 
from indorsement of A. G. 0., Par. 3, dated August 24, 1917, on 
letter of Q.M.G, dated June 8, 1917: 

"That for the present, motor vehicles, wagons, and animals, 
less those to be purchased in France by General Pershing, be 
shipped abroad in such quantities as will permit each division 
to be equipped with its trains upon arrival in France ; but 
that as soon as the state of supply of motor vehicles will per- 
mit such action to be taken, the Quartermaster General arrange 
for the establishment of a camp at which instruction can be 
given to the personnel of a division designated for service 
abroad, for about one month prior to its embarkation. It 
should be noted in this connection that it is contemplated that 
the initial organization of the personnel of division trains will 
be effected in their respective divisional cantonments or camps, 
and their training carried forward in the full extent permitted 
by the facilities available in such cantonments or camps." 

USE IN MOTOR CONVOY SERVICE 

With the first units of tlie expeditionary forces in France well 
equipped with motor trucks, and the supply more ample, it has 
become possible to adopt a more thorougfi plan of instruction 
for Divisional Supply Trains. This plan is contained in the 
following paragraphs of letter from the Quartermaster Gen- 
eral to the Adjutant General of the Army, dated Jan- 29, 1918, 
said letter being indorsed by the Adjutant General to all Di- 
vision Commanders : 

2. In tjrder to provide proper instruction and training for per- 
sonnel of motor transportation units designated for service 
abroad, *it is intended to use these units in Motor Convoy Serv- 
ice, Q. M. Corps, driving trucks overland from factories to 
Motor Storage Depots, Baltimore, Md., or other designated 
points. A list has been prepared based on information fur- 



The Training of Supply Train Troops 285 

nished by Division Commanders, showing the status of each di- 
vision supply train in regard to organization and equipment. 
Orders will be requested at the proper time for division supply 
trains to proceed to designated factories to receive instruction 
and have vehicle equipment turned over for the trip overland 
from factory to Baltimore- It is proposed to have each train 
make two trips from factories to seacoast. Orders will also 
be requested at the proper time, directing supply train commis- 
sioned personnel to report to Officer in Charge, Motor Con- 
voy Service, for the purpose of making one instruction trip 
from factory to seacoast before making the two trips- 

3. When the building now under construction at Baltimore 
for Mechanical Repair Shop Unit No. 306 is available, it 
will be recommended that a Division Supply Train be brought 
to that point for a short course of instruction with view to 
familiarizing the personnel with the gear shifts, brakes, etc., 
then sent to factory producing the trucks and drive the trucks 
to the Baltimore depot. It will also be recommended that this 
course of instruction be taken up for a month or six weeks 
prior to proposed sailing date of division ; that the personnel 
make two cross country trips, then proceed from Baltimore to 
a port of embarkation to await transportation overseas. 

4. Enclosed are copies of instructions to organizations on 
Motor Convoy Service. 

5. As will be seen, this driving trucks overland in winter 
weather from Chicago, Detroit and other manufacturing cen- 
ters to the seacoast will afford ample opportunity for instruct- 
ing personnel under conditions more severe than will be found 
in France, in so far as road conditions are concerned. 

Geo. W. Goethals, 

Acting Quartermaster General. 

( 
The commander of a Supply Train motor truck company 
which is about to be sent on the trip indicated in the above 
plan, receives the following letter of instructions: (Special in- 
structions for assistant truckmasters and chauffeurs as printed 
below are also given him.) 

MOTOR CONVOY SERVICE, QUARTERMASTER CORPS 

From : Officer in Charge, Motor Convoy Service. 

To : Commanding Officer, Truck Co. No Div. Supply 

Train No- 

Subject: Instructions for Trip. 

1. The equipment of one truck company will be delivered to 
you by this office for delivery to the Quartermaster, Motor 
Storage Depot, Baltimore, Md. The route you are to follow 
is laid down in the route slip herewith. Sleeping accommoda- 
tions are available in the towns indicated as night stops, as shown. 



286 The Training of Supply Train Troops 

2. The following instructions are additional to those given to 
truckmasters and chauffeurs, a sufficient number of which are 
supplied herewith. 

3- Careful study is recommended of the truck manual, which 
is a compilation of truck company technique gained through a 
great deal of hard experience. Company commanders will see 
that their men study the instructions herewith and the truck 
instruction book and will quiz them in regard to their knowledge. 

4. Before leaving , each company commander 

'will be required to receipt for the trucks, equipment and cargo 

on Waybill Form 248, and Record of Property Transported 
Form 249. These books will be carried with the company and 
delivered to consignee. Mimeographed forms will be supplied 
to him so that each chauffeur can sign a receipt for his own 
truck, tools and equipment- Each chauffeur will also sign a 
memorandum receipt in triplicate for the cargo on his truck. 
One copy of each receipt will be retained by the company com- 
mander and one by the chauffeur. Triplicate copy of the re- 
ceipt for cargo will be sent to Quartermaster, Motor Storage 
Depot, Baltimore, by mail. If chauffeurs are changed it is 
recommended that the property be checked and the new chauf- 
feur be required to sign receipts. On arrival at Baltimore, all 
property will be turned over to Quartermaster, Motor Storage 
Depot, who will receipt Waybill Form 248. Any shortages will 
be noted on the back of the form and disposed of by survey. 
The company commander is responsible for the safe delivery of 
all trucks, equipment and cargo, and unless the above system 
is thoroughly carried out, is very likely to pay for shortages. 
The individual responsibility of chauffeurs should be emphasized- 

5. Trucks should always be filled with gasoline and oil at 
night, so as to be ready for an early start. The train should 
never start later than 7 a. m. 

6. As explained in the instructions to chauffeurs, it has been 
found best to run sections independently- No harm is done if 
they are several miles apart. It is the duty of the company 
commander and the truckmaster to keep in touch with all sec- 
tions, and to see that they do not get too far apart. In gen- 
eral, the place for the company commander is at the rear of 
his train, where he can go forward at once in case of stoppage, 
but at the end of the day's run he should be at the stopping 
place to see that the trucks are parked properly, etc. 

7. It is recommended that the cook truck be attached to the 
first section so as to get an early start on supper- If_ tank 
trucks are supplied, it is recommended that one run about in the 
middle of the train, and one last. If there is only one gaso- 
line, truck, it should go last. The truck with spare parts, etc., 
should go next to last. If snow is encountered, it is recom- 
mended that ten or more men with shovels be carried in the 
first truck- It is much easier to dig through a drift before a 



The Training of Supply Train Troops 287 

truck gets stuck in it tlian afterwards, and a truck cannot buck 
its way through deep snow. 

8. On narrow roads it is practically impossible for anyone 
to pass the train. Have a responsible man (the company clerk 
is suggested) on the first truck to warn people that thirty trucks 
are coming, and in difficult places to suggest that they pull out 
and let the trucks go by. 

9. Particular attention should be given to chains. During 
the winter it will be necessary to use them practically continu- 
ously. It must be remembered that chains have a bad eflfect 
on the truck in two ways : the bump on the rear end of the 
truck when each chain hits the road, and on icy surfaces the 
jerk to the rear axle as the wheel slips during the period when 
no chain is under the wheel. When running on dry roads with 
only occasional slippery patches, the use of four chains only is 
recommended, but where there is snow or ice continuously, a 
full set of seven should be insisted on. In any case, the same 
number of chains should be used on each rear wheel, to avoid 
undue wear on the differential, and broken chains should be 
immediately removed and replaced. 

10. Too much emphasis cannot be laid on the importance of 
impressing the assistant truckmasters with their entire responsi- 
bility for their sections. It is on them that the efficiency of the 
company most stands or falls. Mechanics should be appointed 
in every company. Even if they are not especially skillful, they 
can relieve the assistant truckmasters of watching lubrication, 
and keeping the sparks advanced and (on the Packard) keeping 
the air adjustment levers open. The almost universal habit of 
chauffeurs is to use too rich a mixture. It is recommended 
that a mechanic be assigned to each section. 

11. In case of serious trouble with a truck inform this office by 
wire immediately, stating what new parts are necessary. When 
practicable, tow the truck to the nearest town ; if impracticable, 
leave it in the road. In any case leave the chauffeur with the 
truck, impressing upon him the fact that he is still responsible 
for the tools and equipment, and instruct him, when repairs 
are completed, to report to the commanding officer of the first 
truck company coming through, but not to proceed alone, un- 
less it is possible for him to catch up with his own company 
within two days. This office will procure spare parts and if 
necessary mechanics from the nearest service station, or if neces- 
sary, send them from with the next company leaving. 

12. Each company commander will report by telegraph each 
night to the Quartermaster General and to this office the time 
of arrival, road conditions encountered, and any other informa- 
tion thought to be valuable. At each regular stopping place, 
inquiry should be made for telegrams. In case of delay, it will 
be necessary to hold up the companies following, to prevent con- 



288 The Training of Supply Train Troops 

gestion. Every attempt will, therefore, be made to get off a 
telegram to this office as early as possible. If the report is at 
all late the company commander should get in touch by tele- 
phone with the company directly behind him. Every company 
commander has a separate detachment in the field, and must 
use his own judgment in emergencies, but no effort should be 
spared to put his company through on the regular schedule. 

13. Accurate records of cost of trip will be kept as prescribed 
in the Truck Manual, keeping Drivers' Daily Truck Reports 

' (Model B, Manual) and Cost Record (Model C, Manual). 
This must be kept on passenger cars and ambulances, if fur- 
nished, as well as on trucks. It must be kept up daily. At end 
of trip, make out forms 416 and 417 Q.M.C., giving cost of 
operation of each vehicle, in triplicate, and send to this office. 

14. By authority of the Quartermaster General, this office is 
authorized to purchase for companies in Convoy Service, heated 
sleeping quarters, when necessary, and the authorized allow- 
ances of fresh beef, bread, ice and potatoes, or the authorized 
substitutes. For each purchase, a bill will be secured, a voucher 
(From 330 W.D.) will be prepared and signed by the seller, 
but not certified to. The company commander will place his 
initials opposite the space for certification, and mail the voucher 
to this office. The bill will be delivered to the train supply 
officer at Baltimore. 

15. If tanks are supplied the company has an ample supply 
of gasoline for two days. If they are not supplied one truck 
will be loaded with gasoline in drums- This is to be used only 
in emergencies. The 30-gall tank on each truck should be suf- 
ficient for one day's run. Sufficient oil and gasoline for all 
cars has been arranged for in each town designated as a night's 
stop. In Ohio with the Standard Oil Co-, and in Pennsylvania 
with the Atlantic Refining Co. In emergencies gasoline may 
be purchased anywhere, but in the smaller towns only a very 
limited supply is available. 



INSTRUCTIONS FOR TRUCKMASTERS AND ASSIST- 
ANT TRUCKMASTERS IN CONVOY SERVICE 

1. Read carefully the instructions to chauffeurs. Remember 
that you are absolutely responsible for your section, its proper 
maintenance and operation. See personally that all of your 
trucks are filled with gasoline, oil, and water or anti-freeze 
solution. Always see to it that your section keeps together- 

2. Always try to instruct your men in driving. Most delays 
on the road are the result of bad driving. Try not to have 
your section the one that is holding up the train. This is up 
to YOU- 

3. If a truck runs off the road, don't let the driver spin his 



The Training of Supply Train Troops 289 

wheels and dig himself in. If not badly stuck a number of 
men can often push the truck out- If they cannot, back up the 
truck ahead or bring up the next truck behind and pull him out. 
Fasten the tow cable like this : 



If a truck cannot pull him out perhaps two can, but it is 
difficult to get all three trucks pulling at once, as it is almost 
impossible with more than two. 

4. If it is badly stuck or far down a bank get a block and 
tackle, which will ordinarily be carried in the Dodge truck. If 
a tree or telegraph pole is not available as a "dead man," a 
truck with wheels blocked, or several fastened together with tow 
cables, can be used. 

INSTRUCTIONS FOR CHAUFFEURS IN CONVOY 
SERVICE 

1- A truck, equipment and cargo is turned over to you, and 
you are to sign a receipt for it. Lost tools and equipment will 
be charged to you. Your assistant is under your direction and is 
to help you, but your responsibility cannot be passed over to him. 

2. Before starting to drive study carefully the instruction book- 
Read especially the rules for lubrication. On the Packard the 
oil in the crankcase is sufficient when it runs out of the overflow 
cock with the truck on the level. The crankcase is not full 
unless it runs over- Be sure the cock is closed after filling. 
All oil cups (see page 10, instruction book) must be filled daily. 

3. Remember that driving a truck is a very different matter 
from driving a touring car. A touring car at speed will prac- 
tically keep itself in the road, a truck never will, and it is neces- 
sary to drive all the time. Constant watchfulness is essential. 

4. Keep your spark advanced. The air control lever on the 
Packard is different from other makes of trucks and car. It 
should be kept as far open (to the left) as possible. A too 
rich mixture does NOT give more power- If you get in trouble 
call the assistant truckmaster or mechanic. NEVER touch the 
magneto, carbureter, or governor. 

5. In going up a hill decide at the bottom what gear will be 
necessary and change there. Never go as far as you can in 
high and try to change on the hill. You can't do it with a truck. 

6. In going down hill don't trust entirely to the brakes. You 



290 The Training of Supply Train Troops 

can easily burn them out, especially the foot brake. On long 
down grades shift into third (not second or first) and use the 
hand brake. 

7. If you start to skid DON'T LOCK THE WHEELS. You 
may be on bare rubber, with no chain under you. Allow the 
wheels to turn slowly, using the brake gently. Always start 
and stop gradually. 

8- All trucks of a section must keep together. Never get 
nearer than SO yards to the truck AHEAD of you, nor more 
than 150 yards "ahead of the truck BEHIND you. Someone 
on your truck must keep looking back. This is what your 
assistant is for. Each section runs independently, the last 
truck of a section not waiting for the vruck behind it unlessi 
contrary orders are given by the company commander or truck- 
master- 

9. While every courtesy should be shown to other travelers on 
the road, remember that if a truck gets off the crown of the 
road with the right wheels on ice or in mud it is stuck. A 
touring car can get off much further than you can without get- 
ting into trouble. Keep on the hard road and let the other 
fellow get off- 
Part 15 
PROBLEMS FOR OFFICERS 

The solution of Military problems by officers is a desirable 
preparedness feature of Supply Train work. These can applj 
profitablv to any number of different situations. The majontjl 
of ofiice'rs will not have previously had the experience of trans- 
porting troops and might easily go up to the last day before 
receiving orders to move without a clear idea of what they wer« 
going to do when they did receive their orders. In this Tram 
the following problem was submitted to the Company Com 
manders by the Commanding Officer for solution : 

Headquarters 301st Supply Train. 
Camp Devens, Ayer.Mass- 
January 19, 1918. 
GENERAL ORDERS 
No. 1 

1. The 301st Supply Train will proceed by rail on the 25th or 
January, 1918, to Hoboken, N. J. i 

2. Full equipment, all motor transportation, two cooked mealsf. 
and three field rations will be taken. All allowances of baggagi; 
will be in accordance with War Department instructions tor 
overseas services as shown on slieet attached. 1 

3- The schedule of departure will be as follows; 



The Training of Supply Train Troops 



291 



Cars and coaches will be marked for companies which are to 
have them. All sections will be spotted on Tracks 3 and 4, rear 
of Q.M. Storehouse. Eiglit men will be detailed by each of Com- 
panies A, B, C, D, E, and F to report to Lieut. W. D. June as 
train guards, and thej- will be assigned by him to their re- 
spective sections. 

Section Officers will see that Q. M. C. Form 471 attached is 
strictly complied with. 



Sec- I Under Command 
'ion I of 



Cars 



Where Spotted 



When 
Spotted 



When 
Leaving 



1. |Lt. A. H. Anderson 20 Flat 



Rear Storehouse 
Track No. 3 



Not later 

than 4p.m, 

Jan. 22, 

1918 



8 a.m. 

Jan. 23, 

1918 



2. |Lt. J. B. Moody, Jr. 



20 Flat 



Rear Storehouse 
Track No. 4 



Not later 

than 4 p.m. 

Jan. 22, 

1918 



10 a.m. 

Jan. 23, 

1918 



3. |Lt. S. B. Butler 20 Flat 



Rear Storehouse 
Track No. 3 



Not later 

than 6 a.m. 

Jan. 23, 

1918 



12 Noon 

Jan. 23, 

1918 



4. |Lt. J. L. Fox 119 Flat 



Rear Storehouse 
Track No. 4 



( 5. ILt. R. J. Travers 



19 Flat 



Rear Storehouse 
1st. Clear Track 



Not later 

than 6 a.m. 

Jan. 23, 

1918 



2 p.m. 

Jan. 23, 

1918 



Not later 

than 10a.m. 

Jan. 23, 

1918 



4 p.m. 

Jan. 23, 

1913 



6. |Lt. W. D. June 



11 Day 
Coaches 
1 Box 
1 



Rear Storehouse 
Track No. 3 



Not later 

than 12 m. 

Jan. 25, 

1918 



3 p.m. 

Jan. 25, 

1918 



Lieut. A. H. Anderson will have charge of the unloading at 
(Hoboken. 

I Company commanders will submit to the Supply Train Com- 
mander not later than 1000 a. m-, January 22, 1918, detailed 
iplan for the carrying out of this order. 

Note return required by A.R. 812 

Oliver Schoonmaker 

Major Inf., R.C. 

Commanding 301st Supply Train. 



( Refer to Part 4, Chap. VII, for information to assist in troop 
novement problem. 



EDWIN N. APPLETON 

Military and Naval Text Bo oks Exclusively 

Wholesale — Retail 
No. 1 Broadway - - - NEW YORK CITY 



Eastern Distributer for 

Colonel Jas. A. Moss 

Colonel Mebch B. Stewakt 

Colonel William H. Waldron 
Colonel Frank H. Lawton 
Major Ralph M. Parker 

Major Harrison S. Kerrick 

Major Lincoln C. Andrews 
Major O. O. Ellis 

Major E. B. Garey 



